CN113960400B - A high voltage test system for new energy vehicles - Google Patents

Abstract

The present invention provides a high-voltage test system for a new energy vehicle, comprising a power supply; a high-voltage distribution box electrically connected to the power supply; a charge and discharge test unit electrically connected to the high-voltage distribution box; an inductor cabinet electrically connected to the high-voltage distribution box; a motor test unit electrically connected to the inductor cabinet; a control unit electrically connected to the power supply, the high-voltage distribution box, the charging pile test unit, the inductor cabinet and the motor test unit; and a power domain controller electrically connected to the main control unit. Through the high-voltage test system for a new energy vehicle provided by the present invention, it is possible to test high-voltage devices of different ranges.

Description

A high voltage test system for new energy vehicles

Technical Field

The present invention relates to the technical field of vehicles, and in particular to a high-voltage testing system for new energy vehicles.

Background technique

The powertrain system of new energy vehicles includes high-voltage battery packs, drive parts, on-board chargers and brake parts. All components of the powertrain system except the brake parts need to work under high voltage environment, so the powertrain system can also be called high-voltage powertrain. At present, the high-voltage powertrain of new energy vehicles basically works at a voltage of 400V. In order to increase the output of electric power, reduce the high-voltage cables in the vehicle, shorten the charging time, and increase the driving range, the high-voltage powertrain of energy vehicles needs to be designed to work at a high voltage of 800V.

After the high-voltage powertrain is designed, it needs to be tested in an 800V high-voltage test environment. The existing 800V high-voltage test environment can only test the high-voltage powertrain on the whole vehicle, and cannot test each subsystem or component of the high-voltage powertrain separately. There are many disadvantages to testing the 800V high-voltage system on the whole vehicle, such as the inability to quickly find the root cause of the problem, the inability to quickly replace hardware and wiring harnesses, the inability to quickly iterate and upgrade the tested parts, and the inability to connect high-precision measurement equipment due to the small space in the vehicle.

Summary of the invention

In view of the shortcomings of the prior art mentioned above, the purpose of the present invention is to provide a high-voltage testing system for new energy vehicles. By program-controlled switching of different high-voltage relays inside the high-voltage distribution box, the connection circuit between the device under test and the test equipment is changed, thereby achieving the goal of only needing to physically connect the device under test and the main control unit once. Then, according to different test functions, the switching of different high-voltage circuits can be flexibly and safely selected to quickly find the root cause of the problem in the high-voltage system of the new energy vehicle without replacing or plugging in the high-voltage wiring harness.

To achieve the above-mentioned purpose and other related purposes, the present invention provides a high-voltage test system for new energy vehicles, comprising:

power supply;

A high-voltage distribution box, electrically connected to the power supply;

A charge and discharge test unit, electrically connected to the high voltage distribution box;

An inductor cabinet, electrically connected to the high-voltage distribution box;

A motor testing unit, electrically connected to the inductor cabinet;

A main control unit, electrically connected to the power supply, the high voltage distribution box, the charge and discharge test unit, the inductor cabinet and the motor test unit; and

The power domain controller is electrically connected to the main control unit.

In one embodiment of the present invention, the high-voltage test system for the new energy vehicle further includes a plurality of wiring harnesses, including a low-voltage communication wiring harness, a three-phase high-voltage wiring harness, and a DC high-voltage wiring harness.

In one embodiment of the present invention, the high-voltage distribution box includes a plurality of high-voltage relays, and the plurality of high-voltage relays are electrically connected to the device under test.

In one embodiment of the present invention, the charge and discharge test unit comprises:

The AC charging pile simulator is electrically connected to the main control unit through a low-voltage communication harness;

One end of the on-board charger is electrically connected to the AC charging pile simulator through a three-phase high-voltage wire harness, and the other end of the on-board charger is electrically connected to the high-voltage distribution box through the DC high-voltage wire harness.

In one embodiment of the present invention, the charge and discharge test unit further includes:

A high-voltage battery pack is electrically connected to the high-voltage distribution box through the DC high-voltage wiring harness;

The DC charging pile simulator is electrically connected to the main control unit through the low-voltage communication harness, and is electrically connected to the high-voltage battery pack through the DC high-voltage harness.

In one embodiment of the present invention, the motor testing unit comprises:

an inductor cabinet, electrically connected to the main control unit through the low-voltage communication harness;

The motor controller is electrically connected to the inductor cabinet through the DC high-voltage wire harness, and is electrically connected to the main control unit through the low-voltage communication wire harness.

In one embodiment of the present invention, the motor testing unit further includes:

A first motor is electrically connected to the motor controller via the low voltage communication harness;

The second motor is electrically connected to the main control unit through the low-voltage communication harness and is electrically connected to the inductor cabinet through the DC high-voltage harness;

The dynamometer stand is electrically connected to the main control unit, the motor controller and the second motor through a low-voltage communication harness.

In one embodiment of the present invention, the power domain controller is also electrically connected to the motor controller, the first motor and the high-voltage battery pack.

In one embodiment of the present invention, the high-voltage battery pack is also electrically connected to the motor controller, the second motor and the on-board charger.

In one embodiment of the present invention, the dynamometer bench tows the first motor or the second motor.

As described above, a high-voltage test system for a new energy vehicle of the present invention connects multiple test pieces through a variety of wiring harnesses to achieve electrical and communication connections between each other, and connects multiple high-voltage relays in a high-voltage distribution box to the test piece to achieve single or partial system testing, without changing the connection mode of the high-voltage wiring harness, and without the need to completely separate the test piece from the high-voltage environment, ensuring that the high voltage will not damage the test piece. The charging and discharging test unit and the stand-alone test unit are connected to the main control unit to achieve the charging and discharging and driving tests of the whole vehicle. The present invention can flexibly and safely select different test ranges by physically connecting the test piece to the main control unit once, and then controlling the on and off of different relays inside the high-voltage distribution box through the main control system, so as to quickly find out the root cause of the problem in the high-voltage system of the new energy vehicle, and there is no need to replace and plug and unplug the high-voltage wiring harness, so that the high-voltage components for different test purposes can be tested without replacing the wiring harness, avoiding the plug and unplug of the high-voltage wiring harness of the test piece causing the aging of the connector and the insulation problem caused.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram of a high-voltage test system for a new energy vehicle according to the present invention.

FIG. 2 is a schematic diagram of a high-voltage distribution box according to the present invention.

FIG. 3 is a schematic diagram showing a connection between the first to sixth high-voltage relays and a device under test in the present invention.

FIG. 4 is another schematic diagram showing another connection between the first to sixth high voltage relays and the device under test in the present invention.

Detailed ways

The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

Please refer to Figure 1. The voltage increase of the high-voltage system (for example, increasing the voltage to 800V and above) can not only realize the fast charging of electric vehicles, but also reduce the current transmitted on the high-voltage wire harness under the premise of the same electric power. This will reduce the cross-sectional area of the high-voltage wire harness, reduce the weight of the wire harness, and save installation space. However, testing the high-voltage powertrain requires a new test environment, namely the high-voltage powertrain system test bench, in which many high-voltage test pieces and test equipment can be connected. The high-voltage system test bench has higher requirements for the insulation and pressure resistance of the test equipment and the test pieces. In addition, when testing the high-voltage powertrain assembly or its components, it is necessary to frequently plug and unplug the high-voltage wire harness, which will cause aging and wear of the wire harness and connectors, affecting the insulation capacity of the overall laboratory.

Please refer to FIG. 1 . In one embodiment of the present invention, the high-voltage test system of the new energy vehicle includes a main control unit 1000, a power supply 100, a high-voltage junction box 200, a charge-discharge test unit 300, an inductor cabinet 400, a motor test unit 500, and a power domain controller 600. The power supply 100 provides power for the high-voltage test system of the new energy vehicle. The high-voltage junction box 200 is electrically connected to the power supply 100. Through the high-voltage junction box 200, the connected test piece can be freely switched. The charge-discharge test unit 300 is electrically connected to the high-voltage junction box 200. Through the high-voltage junction box 200, the vehicle electrical components in the charge-discharge test unit 300 can be charged and discharged. The inductor cabinet 400 is electrically connected to the high-voltage junction box 200 to monitor the voltage/current in the high-voltage test system of the new energy vehicle. The motor test unit 500 is electrically connected to the inductor cabinet 400, and the motor test unit 500 performs a driving test. The main control unit 1000 is electrically connected to the power supply 100, the high-voltage distribution box 200, the charge and discharge test unit 300, the inductor cabinet 400, the motor test unit 500, and the power domain controller 600 is electrically connected to the main control unit 1000. By controlling the high-voltage distribution box 200, the main control unit 1000 can test the vehicle electrical components in different ranges and for different purposes.

Please refer to FIG. 1. In one embodiment of the present invention, the high-voltage test system of the new energy vehicle also includes a variety of wiring harnesses, including a low-voltage communication wiring harness 710, a DC high-voltage wiring harness 720, and a three-phase high-voltage wiring harness 730. Each tested component is connected to the main control unit 1000 through a variety of wiring harnesses. In order to cooperate with the high-voltage test platform, the high voltage is, for example, 800V, 900V, and 1000V, and is not limited thereto. When selecting wiring harnesses and terminal blocks, they must be selected according to the requirements of high voltage. Even if the insulating wiring harness is replaced, there is no need to perform insulation testing, which saves a lot of testing time. Among them, the DC high-voltage wiring harness 720 is, for example, a national standard DC charging gun, and the three-phase high-voltage wiring harness 730 is, for example, a national standard AC charging gun, and is not limited thereto.

Referring to FIG. 1 , in one embodiment of the present invention, the power supply 100 is connected to the main control unit 1000 via a low-voltage communication harness 710, and is connected to the high-voltage distribution box 200 via a DC high-voltage harness 720. The power supply 100 outputs DC voltage and DC current, monitors the voltage and current in the high-voltage environment of the power domain, and has insulation detection function and high-voltage fault injection capability.

Referring to FIG. 1 and FIG. 2 , in one embodiment of the present invention, the high-voltage distribution box 200 is electrically connected to the power supply 100 through a DC high-voltage harness 720, connected to the main control unit 1000 through a low-voltage communication harness 710, and connected to the charging and discharging unit 300 and the inductor cabinet 400 through a DC high-voltage harness 720. The high-voltage distribution box 200 has a standard cabinet closed structure on the outside, and the high-voltage components inside are arranged in layers up and down, such as the on-board charger 320, the motor under test 523, the DC charging pile 340, and the battery pack 330, but is not limited thereto. The high-voltage distribution box 200 mainly includes a first high-voltage relay K1, a second high-voltage relay K2, a third high-voltage relay K3, a fourth high-voltage relay K4, a fifth high-voltage relay K5 and a sixth high-voltage relay K6, a first input-output terminal 810, a second input-output terminal 820, a third input-output terminal 830, a fourth input-output terminal 840 and a fifth input-output terminal 850, an internal power supply 861, and a control area network (Controller Area Netwoek, CAN) communication module 862. Among them, the first high-voltage relay K1 to the sixth high-voltage relay K6 control the connection state of the measured device and the measuring device, and the first input-output terminal 810, the second input-output terminal 820, the third input-output terminal 830, the fourth input-output terminal 840 and the fifth input-output terminal 850 are connected by aviation plugs, that is, they are connected by aviation plugs and sockets, and the internal copper busbar is required to withstand a voltage of, for example, 1000V and a current of, for example, 1000A. The main control unit 1000 controls the states of the first high-voltage relay K1 to the sixth high-voltage relay K6 in the high-voltage distribution box 200 through the CAN network communication of the CAN communication module 862, so as to change the test range and test different high-voltage components. The CAN communication module 862 receives the instructions of the main control unit 1000 and feeds back the various states of the current first high-voltage relay K1 to the sixth high-voltage relay K6, wherein the response time of the main control unit 1000 to control the instructions of the CAN communication module 862 is, for example, less than 10ms. The high-voltage distribution box 200 is also provided with an indicator light (not shown in the figure), the number of the indicator lights is multiple, and the multiple indicator lights are respectively electrically connected to the first high-voltage relay K1 to the sixth high-voltage relay K6 to respectively display the working states of the first high-voltage relay K1 to the sixth high-voltage relay K6, and its internal power supply 861 supplies power to the first high-voltage relay K1 to the sixth high-voltage relay K6 and the indicator light.

Please refer to FIG. 2 . In one embodiment of the present invention, one end of the third high-voltage relay K3 is electrically connected to the first input-output terminal 810, and is electrically connected to the vehicle charger 320 through the first input-output terminal 810. The third high-voltage relay K3 is electrically connected to the third input-output terminal 830, and is electrically connected to the high-voltage battery pack 330 through the third input-output terminal 830. One end of the first high-voltage relay K1 is electrically connected to the vehicle charger 320, and the other end of the first high-voltage relay K1 is electrically connected to the second high-voltage relay K2. When the second high-voltage relay K2 is closed, the first high-voltage relay K1 is electrically connected to the power supply 100. One end of the fifth high-voltage relay K5 is electrically connected to the second input-output terminal 820, and is electrically connected to the DC charging pile simulator 340 through the second input-output terminal 820. The other end of the high-voltage relay K5 is electrically connected to the fourth input-output terminal 840, and is electrically connected to the power supply 100 through the fourth input-output terminal 840. One end of the second high-voltage relay K2 is electrically connected to the first high-voltage relay K1, and the other end of the second high-voltage relay K2 is electrically connected to the power supply 100. One end of the fourth high-voltage relay K4 is electrically connected to the third high-voltage relay K3, and the other end of the fourth high-voltage relay K4 is electrically connected to the fifth high-voltage relay K5. One end of the sixth high-voltage relay K6 is electrically connected to the fifth input-output terminal 850, and is electrically connected to the motor under test 523 through the fifth input-output terminal 850, and the other end of the sixth high-voltage relay K6 is electrically connected to the power supply 100. The main control unit 1000 safely and flexibly selects different test ranges and freely switches the connection mode of the device under test by controlling the high-voltage distribution box 200, without replacing or plugging in the high-voltage wiring harness.

Please refer to FIG. 1 . In one embodiment of the present invention, the charge and discharge test unit 300 is electrically connected to the high voltage distribution box 200 through a DC high voltage harness 720. The charge and discharge test unit 300 includes an AC charging pile simulator 310, an onboard charger 320, a high voltage battery pack 330 and a DC charging pile simulator 340. The AC charging pile simulator 310 is electrically connected to the main control unit 1000 through a low voltage communication harness 710, and is electrically connected to the main control unit 1000 and the high voltage battery pack 330. The AC charging pile simulator 310 is electrically connected to the onboard charger 320 through a three-phase high voltage harness 730. The AC charging pile simulator 310 monitors the input and output voltage/current of the onboard charger 320, and has the functions of simulating the high and low voltage of the AC charging pile, the grid fault injection function and the charging gun resistance simulator, and supports the charging standards of China, the United States, Europe and Japan.

Please refer to FIG. 1 . In one embodiment of the present invention, the on-board charger 320 is electrically connected to the main control unit 1000 through the low-voltage communication harness 710. The on-board charger 320 is electrically connected to the power domain controller 600 and the high-voltage battery pack 330 through the electrical connection with the main control unit 1000. The on-board charger 320 is electrically connected to the AC charging pile simulator 310 through the three-phase high-voltage harness 730, and is electrically connected to the high-voltage distribution box 200 through the DC high-voltage harness 720. The on-board charger 320 receives the three-phase high voltage output by the AC charging pile simulator 310, and converts the three-phase AC high voltage into DC high voltage through the internal conversion circuit to charge the high-voltage battery pack 300.

As shown in FIG. 1 , in one embodiment of the present invention, the DC charging pile simulator 340 is electrically connected to the main control unit 1000 and the high-voltage battery pack 330 through the low-voltage communication harness 710, and is electrically connected to the high-voltage distribution box 200 through the DC high-voltage harness 720. The DC charging pile simulator 340 can detect a variety of charging parameters during DC charging, and has the standard test function, interoperability test function, and communication consistency test function of simulating DC charging piles, but is not limited thereto. In an embodiment, the DC charging pile simulator 340 supports the charging standards of China, the United States, Europe, and Japan.

Please refer to FIG. 1 . In one embodiment of the present invention, the high-voltage battery pack 330 is electrically connected to the main control unit 100 through the low-voltage communication harness 710. The high-voltage battery pack 330 is electrically connected to the power domain controller 600, the motor controller 510, the dynamometer stand 530 and the on-board charger 320 through the electrical connection with the main control unit 100. The high-voltage battery pack 330 is electrically connected to the high-voltage distribution box 200 through the DC high-voltage harness 720. The high-voltage battery pack 330 provides high voltage to the power domain and receives the voltage/current output by the AC charging pile and the DC charging pile for charging. When the high-voltage battery pack 330 is charged and discharged, the high-voltage battery pack 330 can be a real or simulated high-voltage battery pack 330. When the high-voltage battery pack 330 is charged and discharged, according to different test requirements, different high-voltage circuits are switched by controlling the high-voltage distribution box 200 to achieve its test purpose.

Please refer to FIG. 1 , in one embodiment of the present invention, the inductor cabinet 400 is electrically connected to the high-voltage distribution box 200 through a DC high-voltage wire harness, and is electrically connected to the main control unit 1000 through a low-voltage communication wire harness 710. The inductor cabinet 400 is electrically connected to the dynamometer stand 540 through the electrical connection with the main control unit 1000. The inductor cabinet 400 detects the voltage and current of the DC high-voltage wire harness 720 between the high-voltage distribution box 200 and the motor controller 510, and monitors the three-phase AC voltage and current of the motor controller 510 and the first motor 520, and monitors the voltage and current of the DC high-voltage wire harness 720 between the high-voltage distribution box 200 and the second motor 530.

Please refer to FIG. 1 . In one embodiment of the present invention, the motor test unit 500 is electrically connected to the inductor cabinet 400. The motor test unit 500 includes a motor controller 510, a first motor 520, a second motor 530 and a dynamometer stand 540. The motor controller 510 is electrically connected to the main control unit 1000 and the first motor 520 through a low-voltage communication harness 710. The motor controller 510 is electrically connected to the main control unit 1000 and is also electrically connected to the power domain controller 600. The motor controller 510 receives the DC high voltage output from the inductor cabinet 400 through the DC high-voltage harness 720. The motor controller 510 includes an inverter circuit inside, through which the DC high voltage received from the inductor cabinet 400 is inverted into three-phase high voltage electricity, and then the three-phase high voltage electricity is input to the inductor cabinet 400, and the inductor cabinet 400 transmits the received three-phase high voltage to the first motor 520. The motor controller 510 is electrically connected to the inductor cabinet 400 through the three-phase high-voltage wire harness 730, and inputs the converted three-phase high-voltage electricity into the inductor cabinet 400. The motor controller 510 feeds back the data of the first motor 520 to the power domain controller 600, receives the command of the power domain controller 600 and drives the first motor 520 to output torque, and the dynamometer stand 540 receives the command of the power domain controller 600 to output the speed, and receives the DC high voltage sent by the inductor cabinet 400 and converts it into a three-phase voltage.

Please refer to FIG. 1 and FIG. 2 . In one embodiment of the present invention, the first motor 520 is electrically connected to the motor controller 510 through a low-voltage communication harness 710, and is connected to the dynamometer stand 540 through a special tooling, wherein the tooling refers to a device for realizing the towing of the first motor 520 and the dynamometer stand 540. Through the special tooling, the dynamometer stand 540 can tow the first motor 520. The first motor 520 receives the command of the motor controller 510 and executes the command. There is no integrated controller in the first motor 520. The first motor 520 can cooperate with the motor controller 510 to form a two-in-one motor, that is, a combined motor 512, to perform the first motor 520 test.

Please refer to FIG. 1 to FIG. 3 , in one embodiment of the present invention, the second motor 530 is electrically connected to the main control unit 1000 through the low-voltage communication harness 710, and the second motor 530 is electrically connected to the power domain controller 600 through the electrical connection to the main control unit 1000. The second motor 530 is electrically connected to the dynamometer stand 540 through the low-voltage communication harness 710, and the second motor 530 is also connected to the dynamometer stand 540 through a special tooling, so that the dynamometer stand 540 can tow the second motor 530. The second motor 530 is electrically connected to the inductor cabinet 400 through the DC high-voltage harness 720. The power domain controller 600 issues a control instruction to the dynamometer bench 540 through the main control unit 1000, so that the dynamometer bench 540 outputs a rotation speed. Since the dynamometer bench 540 drags the second motor 530, the second motor 530 is indirectly caused to output torque, and the power domain controller 600 receives the data fed back by the dynamometer bench 540 and the second motor 530 in real time. At the same time, the main control unit 1000 controls the switching high-voltage circuit of the high-voltage distribution box 200, so that the power domain controller 600 controls the high-voltage battery pack 330 to output high voltage, which is transmitted to the second motor 530 through the high-voltage distribution box 200 and the inductor cabinet 400. The inductor cabinet 400 monitors the high-voltage parameters in the test process in real time and feeds back to the main control unit 1000. The high-voltage parameters are, for example, the voltage and current transmitted by the DC high-voltage harness 720. Among them, the motor 523 under test includes the first motor 520, the combined motor 512 and the second motor 530, and the second motor 530 is built with an integrated controller and a reducer.

Please refer to FIG. 1 , in one embodiment of the present invention, the dynamometer stand 540 is electrically connected to the motor controller 510, the second motor 530 and the main control unit 1000 through the low-voltage wire harness 710, and the dynamometer stand 540 is electrically connected to the inductor cabinet 400, the first motor 520 and the on-board charger 320 through the low-voltage wire harness 710 by being electrically connected to the main control unit 1000, and the dynamometer stand 540 is connected to the motor controller 510 through the low-voltage wire harness 710 to perform a series of local motor tests. The dynamometer stand 540 includes a dynamometer motor, and the dynamometer stand 540 controls the speed of the dynamometer, and the dynamometer motor is respectively connected to the first motor 520 or the second motor 530 through special tooling, and the speed of the first motor 520 and the speed of the second motor 530 are respectively controlled by the dynamometer stand 540. The dynamometer 540 also monitors other data of the first motor 520 and the second motor 530, such as monitoring the vibration amplitude of the first motor 520 and the second motor 530 and calculating the efficiency of the motor under test. The dynamometer 540 controls the speed of the first motor 520 and the second motor 530, and the power domain controller 600 controls the torque of the first motor 520 and the second motor 530, thereby improving the measurement accuracy and making the measurement data more accurate.

Please refer to FIG. 1 . In one embodiment of the present invention, all components of the high-voltage powertrain are connected to the high-voltage system test bench. The main control system of the high-voltage system test bench is the main control unit 1000. The main control unit 1000 simulates the control signal of the electrical components, creates low-voltage faults, executes the automation program, and collects the data of the equipment and the tested parts. The power domain controller 600 is electrically connected to the main control unit 1000 through the low-voltage communication line 710, and is connected to the main control unit 1000 and is electrically connected to the motor controller 510, the first motor 520, and the high-voltage battery pack 330. The power domain controller 600 controls the charging, discharging and driving functions of the vehicle, and exchanges data with other controllers of the vehicle, collects data with the help of various sensors, and exchanges data through the wiring harness to judge the vehicle status and the driver's intention, and finally executes specific functions through the actuator.

Please refer to Figure 1. In one embodiment of the present invention, the device under test is, for example, a power supply 100, an AC charging pile simulator 310, an on-board charging pile 320, a high-voltage battery pack 330, a DC charging pile simulator 340, an inductor cabinet 400, a motor controller 510, a first motor 520, a second motor 530, a dynamometer stand 540, and a power domain controller 600. These high-voltage components can be used as the device under test separately to perform tests for different purposes. The device under test can also be, for example, a combination of multiple high-voltage components to perform tests for different purposes, and is not limited to this. The test equipment is, for example, an AC charging pile simulator 310, a DC charging pile simulator 340, and a power supply 100, and is not limited to this.

Please refer to FIG. 1 . In some embodiments, in order to avoid frequent replacement and plugging of high-voltage wiring harnesses, the main control unit 1000 of the present invention can freely switch the test range by controlling the high-voltage junction box 200, and connect all components of each high-voltage powertrain at one time through the high-voltage and low-voltage wiring harnesses. Under the premise of not changing the wiring harness, different functional tests are performed to quickly find the root cause of the problem in the high-voltage system of the new energy vehicle. In the present invention, the default state of the high-voltage junction box 200 is that the first high-voltage relay K1 to the sixth high-voltage relay K6 are in the disconnected state.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when only the high-voltage battery pack 330 is subjected to an AC charging test, the main control unit 1000 simulates the control of the power domain controller 600 on the AC charging test of the entire vehicle. The main control unit 1000 controls the high-voltage distribution box 200, and disconnects the first high-voltage relay K1, the second high-voltage relay K2, the fourth high-voltage relay K4, the fifth high-voltage relay K5, and the sixth high-voltage relay K6 in the high-voltage distribution box 200, and closes the third high-voltage relay K3, so that the on-board charger 320 and the high-voltage battery pack 300 are electrically connected, the on-board charger 320 charges the high-voltage battery pack 300, and the high-voltage battery pack 330 is subjected to an AC charging test through the AC charging pile simulator 310, without changing the high and low voltage wiring harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when only the high-voltage battery pack 330 is subjected to a DC charging test, the main control unit 1000 simulates the control of the power domain controller 600 on the DC charging test of the entire vehicle, and the main control unit 1000 controls the high-voltage distribution box 200. The main control unit 1000 disconnects the first high-voltage relay K1 to the fourth high-voltage relay K4 and the sixth high-voltage relay K6 in the high-voltage distribution box 200, and closes the fifth high-voltage relay K5, so that the power supply 100 is electrically connected to the DC charging pile simulator 340. The power supply 100 serves as a DC source of the DC charging pile simulator 300, so that the DC charging pile simulator 340 performs a DC charging test on the high-voltage battery pack 330 without changing the high and low voltage wiring harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when the power domain controller 600 and the high-voltage battery pack 330 are subjected to an integrated AC charging test, the main control unit 100 controls the high-voltage distribution box 200, disconnects the first high-voltage relay K1, the second high-voltage relay K2, the fourth high-voltage relay K4, the fifth high-voltage relay K5, and the sixth high-voltage relay K6 in the high-voltage distribution box 200, and closes the high-voltage relay K3 to electrically connect the on-board charger 320 and the high-voltage battery pack 300. The on-board charger 320 charges the high-voltage battery pack 300, and an AC charging test is performed on the high-voltage battery pack 330 through the AC charging pile simulator 310, without changing the high and low voltage wiring harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when a V2X (Vehicle to X) test is performed on the entire vehicle, for example, when an integrated AC discharge test is performed on the power domain controller 600 and the high-voltage battery pack 330, the main control unit 100 controls the high-voltage distribution box 200, disconnects the first high-voltage relay K1, the second high-voltage relay K2, the fourth high-voltage relay K4, the fifth high-voltage relay K5, and the sixth high-voltage relay K6 in the high-voltage distribution box 200, and closes the third high-voltage relay K3, so that the on-board charger 320 and the high-voltage battery pack 300 are electrically connected, the on-board charger 320 performs a discharge test, and the high-voltage battery pack 300 performs an AC discharge test to a programmable AC load (not shown) through the on-board charger 320, without changing the high and low voltage wiring harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when performing an integrated DC charging test on the power domain controller 600 and the high-voltage battery pack 330, the main control unit 1000 controls the high-voltage distribution box 200, disconnects the first high-voltage relay K1 to the fourth high-voltage relay K4 and the sixth high-voltage relay K6 in the high-voltage distribution box 200, and closes the fifth high-voltage relay K5, so that the power supply 100 is electrically connected to the DC charging pile simulator 340. The power supply 100 serves as a DC source of the DC charging pile simulator 300, so that the DC charging pile simulator 340 performs a DC charging test on the high-voltage battery pack 330 without changing the high and low voltage wiring harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when the power domain controller 600 and the on-board charger 320 are subjected to an integrated AC charging test, the main control unit 1000 simulates the communication logic of the high-voltage battery pack 330, and the main control unit 1000 controls the high-voltage distribution box 200 to disconnect the third high-voltage relay K3 to the sixth high-voltage relay K6 in the high-voltage distribution box 200, and close the first high-voltage relay K1 and the second high-voltage relay K2, and connect the on-board charger 320 to the power supply 100. The power supply 100 simulates the high-voltage battery pack 330 to receive voltage/current, and performs an integrated AC charging test through the AC charging pile simulator 310, without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 4 . In one embodiment of the present invention, when the combined motor 512 is subjected to a driving test, the main control unit 1000 simulates the control of the driving test of the whole vehicle by the power domain controller 600 and simulates the communication logic of the high-voltage battery pack 330. The main control unit 1000 controls the high-voltage distribution box 200 to disconnect the first high-voltage relay K1 to the fifth high-voltage relay K5 in the high-voltage distribution box 200 and close the sixth high-voltage relay K6. The motor controller 510, the inductor cabinet 400 and the power supply 1000 are electrically connected. The power supply 100 simulates the high-voltage battery pack 330 to output DC high voltage/current to perform a driving test on the motor controller 510 and the first motor 520, without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 3 . In one embodiment of the present invention, when the second motor 530 is subjected to a driving test, the main control unit 1000 simulates the control of the driving test of the whole vehicle by the power domain controller 600 and simulates the communication logic of the high-voltage battery pack 330. The main control unit 1000 controls the high-voltage junction box 200 to disconnect the first high-voltage relay K1 to the fifth high-voltage relay K5 in the high-voltage junction box 200 and close the sixth high-voltage relay K6. The second motor 530, the inductor cabinet 400 and the power supply 1000 are electrically connected, and the power supply 1000 simulates the high-voltage battery pack 330 to output DC high voltage/current for driving test, without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 4 . In one embodiment of the present invention, when the combined motor 512 and the high-voltage battery pack 330 are subjected to an integrated driving test, the main control unit 1000 simulates the control signal of the power domain controller 600, and the main control unit 1000 controls the high-voltage distribution box 200, so that the first high-voltage relay K1 to the third high-voltage relay K3 and the fifth high-voltage relay K5 in the high-voltage distribution box 200 are disconnected, and the fourth high-voltage relay K4 and the sixth high-voltage relay K6 are closed. The motor controller 510, the inductor cabinet 400 and the high-voltage battery pack 330 are electrically connected to perform an integrated driving test of the motor controller 510, the first motor 520 and the high-voltage battery pack 330, without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 3 . In one embodiment of the present invention, when the second motor 530 and the high-voltage battery pack 330 are subjected to an integrated driving test, the main control unit 1000 simulates the control of the driving test of the whole vehicle by the power domain controller 600, and the main control unit 1000 controls the high-voltage junction box 200, so that the first high-voltage relay K1 to the third high-voltage relay K3 and the fifth high-voltage relay K5 in the high-voltage junction box 200 are disconnected, and the fourth high-voltage relay K4 and the sixth high-voltage relay K6 are closed. The second motor 530, the inductor cabinet 400 and the high-voltage battery pack 330 are electrically connected to perform an integrated driving test on the second motor 530 and the high-voltage battery pack 330, without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 2 . In one embodiment of the present invention, when the power domain controller 600, the second motor 530, the onboard charger 320 and the high-voltage battery pack 330 are tested for the power domain system, the main control unit 1000 is electrically connected to the power domain controller 600, the second motor 530, the onboard charger 320 and the high-voltage battery pack 330 through the low-voltage communication harness 710. The main control unit 1000 controls the high-voltage junction box 200 to disconnect the first high-voltage relay K1, the second high-voltage relay K2 and the high-voltage relay K5 in the high-voltage junction box 200, and close the third high-voltage relay K3, the fourth high-voltage relay K4 and the sixth high-voltage relay K6. The second motor 530, the onboard charger 320 and the high-voltage battery pack 330 are connected through the high-voltage harness, and the power domain system test is performed on the power domain controller 600, the second motor 530, the onboard charger 320 and the high-voltage battery pack 330 without changing the high and low voltage harnesses.

Please refer to FIG. 1 to FIG. 4 . In one embodiment of the present invention, when the power domain controller 600, the combined motor 512, the on-board charger 320 and the high-voltage battery pack 330 are tested for the power domain system, the main control unit 1000 is electrically connected to the power domain controller 600, the first motor 520, the motor controller 510, the on-board charger 320 and the high-voltage battery pack 330 through the low-voltage communication harness 710. The main control unit 1000 controls the high-voltage junction box 200 to disconnect the first high-voltage relay K1, the second high-voltage relay K2 and the fifth high-voltage relay K5 in the high-voltage junction box 200, and close the third high-voltage relay K3, the fourth high-voltage relay K4 and the sixth high-voltage relay K6. The first motor 520, the motor controller 510, the on-board charger 320 and the high-voltage battery pack 330 are connected through the high-voltage harness to test the power domain system of the power domain controller 600, the first motor 520, the motor controller 510, the on-board charger 320 and the high-voltage battery pack 330, without changing the high and low voltage harnesses.

Please refer to Figures 1 and 2. In one embodiment of the present invention, when only the on-board charger 320 is tested separately, the main control unit 1000 simulates the control of the on-board charger 320 by the power domain controller 600, and the main control unit 1000 controls the high-voltage distribution box 200, disconnects the first high-voltage relay K1 to the sixth high-voltage relay K6 in the high-voltage distribution box 200, protects other tested devices and test equipment, and uses the AC charging pile simulator 310 to test the on-board charger 320 without changing the high and low voltage wiring harnesses.

Please refer to FIG. 1 and FIG. 2 . In one embodiment of the present invention, when the high-voltage battery pack 330 and the on-board charger 320 are subjected to an AC charging test, the main control unit 1000 simulates the control signal of the power domain controller 600, and the main control unit 1000 controls the high-voltage junction box 200, so that the first high-voltage relay K1, the second high-voltage relay K2, and the fourth high-voltage relay K4 to the sixth high-voltage relay K6 in the high-voltage junction box 200 are disconnected, and the high-voltage relay K3 is closed. The high-voltage battery pack 330 and the on-board charger 320 are electrically connected, and an AC charging test is performed through an AC charging pile simulator, without changing the high and low voltage wiring harnesses.

The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed by the present invention shall still be covered by the claims of the present invention.

Claims (7)

1. The utility model provides a new energy automobile's high pressure test system which characterized in that includes:

A power supply;

the high-voltage junction box is electrically connected with the power supply and comprises a plurality of high-voltage relays which are respectively and electrically connected with corresponding tested pieces;

the charge-discharge testing unit is electrically connected with the high-voltage junction box;

The inductance cabinet is electrically connected with the high-voltage junction box;

The motor testing unit is electrically connected with the inductance cabinet;

The main control unit is electrically connected with the power supply, the high-voltage branch box, the charge-discharge testing unit, the inductance cabinet and the motor testing unit, and is in communication connection with the high-voltage branch box so as to control the high-voltage branch box to switch the testing range of the tested piece; and

The power domain controller is electrically connected with the main control unit;

The high-voltage testing system further comprises a plurality of wire harnesses, wherein the plurality of wire harnesses comprise a low-voltage communication wire harness, a three-phase high-voltage wire harness and a direct-current high-voltage wire harness, and each tested piece is electrically connected with the main control unit through the plurality of wire harnesses respectively so as to execute different functional tests on the tested piece;

the charge and discharge test unit includes:

The high-voltage battery pack is electrically connected with the main control unit through the low-voltage communication wire harness and is also electrically connected with the high-voltage branch box through the direct-current high-voltage wire harness so as to control the high-voltage branch box to switch different high-voltage loops according to different test requirements;

The motor test unit further includes:

The first motor is electrically connected with the motor controller through the low-voltage communication wire harness;

the second motor is electrically connected with the main control unit through the low-voltage communication wire harness and is electrically connected with the inductance cabinet through the direct-current high-voltage wire harness;

The dynamometer rack is electrically connected with the main control unit, the motor controller and the second motor through a low-voltage communication wire harness, so that the rotating speed and the torque of the first motor and the second motor are controlled, and the measurement accuracy is improved.

2. The high-voltage testing system of a new energy automobile according to claim 1, wherein the charge and discharge testing unit comprises:

the alternating-current charging pile simulator is electrically connected with the main control unit through the low-voltage communication wire harness;

And one end of the vehicle-mounted charger is electrically connected with the alternating current charging pile simulator through the three-phase high-voltage wire harness, and the other end of the vehicle-mounted charger is electrically connected with the high-voltage junction box through the direct current high-voltage wire harness.

3. The high-voltage testing system of a new energy automobile according to claim 2, wherein the charge-discharge testing unit further comprises:

The direct current charging pile simulator is electrically connected with the main control unit through the low-voltage communication wire harness and is electrically connected with the high-voltage battery pack through the direct current high-voltage wire harness.

4. The high voltage testing system of a new energy automobile according to claim 1, wherein the motor testing unit comprises:

the inductance cabinet is electrically connected with the main control unit through the low-voltage communication wire harness;

And the motor controller is electrically connected with the inductance cabinet through the direct-current high-voltage wire harness and is electrically connected with the main control unit through the low-voltage communication wire harness.

5. The high voltage testing system of a new energy vehicle of claim 1, wherein the power domain controller is further electrically connected to the motor controller, the first motor and the high voltage battery pack.

6. The high voltage testing system of the new energy vehicle of claim 2, wherein the high voltage battery pack is further electrically connected to the motor controller, the second motor and the vehicle-mounted charger.

7. The high voltage testing system of a new energy vehicle of claim 1, wherein the dynamometer bench pair drags the first motor or the second motor.