Commercial vehicle power domain controller and all-in-one controller testing device

Abstract

The embodiment of the invention provides a commercial vehicle power domain controller and an all-in-one controller testing device. Relates to the technical field of vehicles. The commercial vehicle power domain controller and all-in-one controller test device comprises a test assembly, a first control member, a second control member, a load, a first power supply and a second power supply. The first control element is electrically connected with the test assembly; the second control element is electrically connected with the test assembly and the first control element; the electric drive axle assembly is electrically connected with the first control piece and the second control piece; the electric air pump and the electric oil pump are both electrically connected with the second control piece. The first power source is electrically connected with the second control piece, and the second power source is electrically connected with the first control piece and the electric drive axle assembly. According to the embodiment of the invention, not only can control strategy testing of parts such as an electric oil pump, an electric air pump and a main drive motor be realized, but also testing of whole vehicle control strategies such as whole vehicle high-voltage power-on and power-off, Ready, static gear shifting, dynamic gear shifting and driving can be realized, and the testing range is expanded.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a commercial vehicle power domain controller and a multi-in-one controller testing device. BACKGROUND

[0002] The multi-in-one controller testing device is a special device for verifying the functions, performance and reliability of the highly integrated electric control system in a new energy vehicle.

[0003] In related technologies, the multi-in-one controller testing device includes a high-voltage power distribution unit, a front motor controller, a rear motor controller, a steering oil pump controller, a brake air pump controller, a direct current converter, a high-voltage air conditioning power supply circuit and a cab power supply circuit. The multi-in-one controller testing device can carry out tests on components such as drive motors, steering oil pumps and brake air pumps.

[0004] However, the existing controller testing device has the problem of small test range. SUMMARY

[0005] The commercial vehicle power domain controller and the multi-in-one controller testing device provided by the embodiments of the present application not only can realize control strategy testing of components such as electric oil pumps, electric air pumps and main drive motors, but also can realize testing of vehicle control strategies such as vehicle high-voltage power-on and power-off, Ready, static gear shifting, dynamic gear shifting and driving, thereby increasing the test range of the commercial vehicle power domain controller and the multi-in-one controller testing device.

[0006] In a first aspect, the embodiments of the present application provide a commercial vehicle power domain controller and a multi-in-one controller testing device, which include:

[0007] a test assembly;

[0008] a first control component electrically connected to the test assembly;

[0009] a second control component electrically connected to the test assembly and the first control component;

[0010] a load including an electric drive axle assembly, an electric air pump and an electric oil pump; the electric drive axle assembly is electrically connected to the first control component and the second control component; the electric air pump and the electric oil pump are electrically connected to the second control component;

[0011] a first power supply electrically connected to the second control component, and the first power supply is used for simulating vehicle power battery power supply;

[0012] a second power supply electrically connected to the first control component and the electric drive axle assembly, and the second power supply is used for simulating vehicle low-voltage battery power supply.

[0013] In some embodiments of the present application, the test assembly includes an HIL cabinet.

[0014] The HIL cabinet comprises a third power supply, a fourth power supply, a HIL real-time system, a HIL hardware board and a HIL model.

[0015] The third power supply is electrically connected with the second control unit, and is used for simulating power supply of a charging pile.

[0016] The fourth power supply is electrically connected with the first control unit and the second control unit.

[0017] The HIL model runs in the HIL real-time system.

[0018] The HIL cabinet sends a PCAN bus signal, a BTCAN1 bus signal, a BTCAN2 bus signal, a charging CAN bus signal, a thermal management CAN bus signal and a LIN bus signal to the first control unit through a communication line.

[0019] In some embodiments of the application, the test assembly further comprises a HIL host computer, and the HIL host computer is electrically connected with the HIL cabinet through an Ethernet. The HIL model is built in the HIL host computer.

[0020] In some embodiments of the application, the second control unit comprises a high-voltage power distribution unit, a front motor controller, a rear motor controller, a steering oil pump controller and a brake air pump controller.

[0021] The high-voltage power distribution unit is electrically connected with the first power supply through a power battery power supply high-voltage line, and is electrically connected with the front motor controller, the rear motor controller, the steering oil pump controller and the brake air pump controller.

[0022] The front motor controller is electrically connected with the electric drive bridge assembly through a front motor three-phase line.

[0023] The rear motor controller is electrically connected with the electric drive bridge assembly through a rear motor three-phase line.

[0024] The steering oil pump controller is electrically connected with the electric oil pump through an oil pump motor three-phase line.

[0025] The brake air pump controller is electrically connected with the electric air pump through an air pump motor three-phase line.

[0026] The second control unit is used for receiving a hard-wire wake-up signal of the first control unit, a PCAN control signal of the first control unit and a motor rotary variable signal of the electric drive bridge assembly.

[0027] The second control unit is used for sending a PCAN state signal to the first control unit.

[0028] In some embodiments of the application, the second control unit further comprises a direct-current converter, a high-voltage air conditioner power supply circuit and a PTC power supply circuit.

[0029] The load further comprises a direct-current load, an electric air conditioner and a cab PTC.

[0030] The DC converter is electrically connected to the DC load via a low-voltage load power supply line.

[0031] The high-voltage air-conditioning power supply circuit is electrically connected to the electric air-conditioning through the air-conditioning power supply line.

[0032] The PTC power supply circuit is electrically connected to the cab PTC through the PTC power supply line.

[0033] In some embodiments of the present application, the shift motor, the shift position sensor, the motor oil pump, the transmission oil pump, the vehicle speed sensor, and the transmission oil temperature sensor are installed on the electric drive axle assembly.

[0034] The shift motor, the shift position sensor, the transmission oil pump, the vehicle speed sensor, and the transmission oil temperature sensor are all electrically connected to the first control component through signal lines.

[0035] The second power supply is used to power the motor oil pump and the transmission oil pump.

[0036] The motor oil pump is electrically connected to the first control component.

[0037] The first control component is used to receive signals from a shift position sensor, a vehicle speed sensor, a bus signal from a motor oil pump, a bus signal from a transmission oil temperature sensor, and a bus signal from a transmission oil pump.

[0038] The first control component is used to send a hard-line control signal of the shift motor, a CAN control signal of the motor oil pump, and a CAN control signal of the transmission oil pump to the electric drive axle assembly.

[0039] In some embodiments of the present application, the HIL model includes a driver model, a thermal management model, a power battery model, a BMS slave control model, a charging pile model, an EHPS model, an ESC model, and a vehicle dynamics model.

[0040] The first control component is configured to receive an operation signal output by the driver model. In some embodiments of the present application, the commercial vehicle power domain controller and all-in-one controller testing device further includes a HIL fault injection unit; the communication line includes a LIN communication line, and the first control component is electrically connected to the HIL cabinet via the LIN communication line.

[0041] HIL fault insertion unit and LIN communication line connection.

[0042] In some embodiments of the present application, the commercial vehicle power domain controller and all-in-one controller testing device also includes a HIL fault injection unit, and the first control component and the second control component are electrically connected through a PCAN communication line; the HIL fault injection unit and the PCAN communication line are electrically connected.

[0043] In some embodiments of the present application, the commercial vehicle power domain controller and all-in-one controller testing device further comprises a HIL fault injection unit, and the HIL fault injection unit is electrically connected with the signal line.

[0044] In some embodiments of the present application, the first power supply comprises a bleeder resistor, the first power supply is configured to provide high-voltage power to the second control component, and the first power supply is configured to absorb feedback energy of the second control component.

[0045] In some embodiments of the present application, the first power supply comprises a high-power high-voltage DC power supply, or a bidirectional voltage stabilizing power supply or a battery simulator.

[0046] In some embodiments of the present application, the electric oil pump comprises an idle load, or the electric oil pump is connected to a steering hydraulic circuit for loading.

[0047] In some embodiments of the present application, the electric air pump comprises an idle load, or the electric air pump is connected to a brake air pressure circuit for loading.

[0048] In some embodiments of the present application, the electric drive axle assembly comprises an idle load, or a motor load or a hydraulic cylinder load.

[0049] The embodiments of the present application provide a commercial vehicle power domain controller and all-in-one controller testing device, which comprises a testing assembly, a first control component, a second control component, a load, a first power supply and a second power supply. The first control component is electrically connected with the testing assembly; the second control component is electrically connected with the testing assembly and the first control component; the load comprises an electric drive axle assembly, an electric air pump and an electric oil pump; the electric drive axle assembly is electrically connected with the first control component and the second control component; the electric air pump and the electric oil pump are electrically connected with the second control component; the first power supply is electrically connected with the second control component, and the first power supply is configured to simulate vehicle power battery power supply; and the second power supply is electrically connected with the first control component and the electric drive axle assembly.

[0050] The commercial vehicle power domain controller and all-in-one controller testing device provided by the embodiments of the present application, in the testing process, the testing assembly controls the first control component by sending a hard-wire signal and supplies power to the first control component to make it enter a working state. After receiving the hard-wire signal, the first control component wakes up the second control component and communicates with the second control component; the second control component receives the bus control instruction of the first control component and feeds back the state variables of the second control component to the first control component; the first control component and the testing assembly interact with each other to form a complete closed-loop control system.

[0051] The commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application have the following advantages.

[0052] The commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application have a wider test object range, a wider test content range, and a higher test level. BRIEF DESCRIPTION OF DRAWINGS

[0053] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.

[0054] Figure 1 The structure schematic diagram of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0055] Figure 2 The high-voltage topology diagram of the second control component of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0056] Figure 3 The vehicle high-voltage power-on function test schematic diagram of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0057] Figure 4 The vehicle Ready function test schematic diagram of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0058] Figure 5 The vehicle high-voltage power-off function test schematic diagram of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0059] Figure 6 The vehicle direct-current charging function test schematic diagram of the commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application is shown in the figure.

[0060] Figure 7A vehicle direct current heating function test schematic diagram of a commercial vehicle power domain controller and a multi-in-one controller test device provided by the embodiment of the application is provided;

[0061] Figure 8 A vehicle gear shifting function test schematic diagram of a commercial vehicle power domain controller and a multi-in-one controller test device provided by the embodiment of the application is provided;

[0062] Figure 9 A vehicle driving function test schematic diagram of a commercial vehicle power domain controller and a multi-in-one controller test device provided by the embodiment of the application is provided;

[0063] Figure 10 A vehicle sensor and actuator fault injection function test schematic diagram of a commercial vehicle power domain controller and a multi-in-one controller test device provided by the embodiment of the application is provided;

[0064] Figure 11 A vehicle CAN communication and LIN communication fault injection function test schematic diagram of a commercial vehicle power domain controller and a multi-in-one controller test device provided by the embodiment of the application is provided.

[0065] Legend of reference signs:

[0066] 110: HIL cabinet; 120: HIL host computer; 130: third power supply; 140: fourth power supply; 150: HIL real-time system; 160: HIL hardware board;

[0067] 200: first control member;

[0068] 300: second control member; 310: high-voltage power distribution unit; 320: front motor controller; 330: rear motor controller; 340: steering oil pump controller; 350: brake air pump controller; 360: direct current converter; 370: high-voltage air conditioner power supply circuit; 380: PTC power supply circuit;

[0069] 410: electric drive axle assembly; 420: electric air pump; 430: electric oil pump; 440: direct current load; 450: electric air conditioner; 460: cab PTC;

[0070] 500: first power supply;

[0071] 600: second power supply;

[0072] 800: charging pile; 900: HIL fault injection unit.

[0073] The specific embodiments of the application have been shown by the above-mentioned drawings, and will be described in more detail hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the application by any means, but to illustrate the concept of the application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0074] The exemplary embodiments will be described in detail herein with reference to the accompanying drawings. In the following description, unless otherwise indicated, like numbers in the different drawings represent similar or identical elements. The following exemplary embodiments described therein represent the best known uses of the application at the time of development. However, the application is not limited to these embodiments. Instead, they are presented merely to describe the application in a non-limiting fashion.

[0075] The all-in-one controller test device is a device specially used for testing the functions, performance and reliability of the all-in-one controller of a new energy commercial vehicle. The all-in-one controller test device builds a real vehicle test environment by combining the access to real loads and the development of virtual models, tests and verifies the all-in-one controller, and ensures the stability and reliability of the all-in-one controller in real vehicles. In the related art, the all-in-one controller test device includes a high-voltage power distribution unit, a front motor controller, a rear motor controller, a steering oil pump controller, a brake air pump controller, a DC-DC converter, a high-voltage air conditioning power supply circuit, and a cab PTC power supply circuit.

[0076] The high-voltage power distribution unit is a high-voltage power distribution system of the whole vehicle, which is used to control the high-voltage power-on and power-off of the main drive loop, the auxiliary drive loop, the charging loop, the battery heating loop and the air conditioning loop of the whole vehicle. The front motor controller, the rear motor controller, the steering oil pump controller and the brake air pump controller are respectively used to control the functions and performance of the front motor, the rear motor, the electric oil pump and the electric air pump. The DC-DC converter is used to provide low-voltage power supply for the low-voltage load of the whole vehicle. The high-voltage air conditioning power supply circuit and the cab PTC power supply circuit are used to provide high-voltage power for the high-voltage air conditioner and the cab PTC. The all-in-one controller test device can test the drive motor, the electric oil pump and the electric air pump.

[0077] However, the all-in-one controller test device in the related art can only perform component-level joint debugging test, i.e., can only test the components such as the drive motor, the steering oil pump and the brake air pump controlled by the all-in-one controller, and cannot perform whole vehicle level function and performance test such as whole vehicle high-voltage power-on and power-off, gear shifting, driving, braking, charging and heating.

[0078] In summary, the existing all-in-one controller test device can only perform component-level test such as electric oil pump, electric air pump and drive motor, and cannot perform whole vehicle level function and performance test. This will lead to potential problems being discovered in real vehicles, affecting the reliability and safety of the vehicle.

[0079] Therefore, the existing all-in-one controller test device has the problem of small test range.

[0080] In view of this, the embodiment of the present application provides a commercial vehicle power domain controller and a multi-in-one controller testing device, which comprises a test component, a first control component, a second control component, a load, a first power supply and a second power supply. The first control component and the test component are electrically connected; the second control component is electrically connected with the test component and the first control component; the load comprises an electric drive axle assembly, an electric air pump and an electric oil pump; the electric drive axle assembly is electrically connected with the first control component and the second control component; the electric air pump and the electric oil pump are both electrically connected with the second control component; the first power supply is electrically connected with the second control component and is used for simulating vehicle power battery power supply; and the second power supply is electrically connected with the first control component and the electric drive axle assembly. The second power supply simulates vehicle low-voltage storage battery power supply.

[0081] The commercial vehicle power domain controller and the multi-in-one controller testing device provided by the embodiment of the present application, in the testing process, the test component controls the first control component by sending a hard-wire signal and supplies power for it to make it enter a working state. After receiving the hard-wire signal, the first control component wakes up the second control component and communicates with it; the second control component receives the bus control instruction of the first control component and feeds back the state variable of itself to the first control component; the first control component and the test component interact with each other to form a complete closed-loop control system.

[0082] The commercial vehicle power domain controller and the multi-in-one controller testing device provided by the embodiment of the present application, by connecting the test component with the first control component, electrically connecting the first control component with the second control component, electrically connecting the second control component with the load, electrically connecting the second control component with the first power supply and connecting the first control component and the electric drive axle assembly with the second power supply, through joint debugging of the test component, the first control component, the second control component and the driving load to form a closed-loop real vehicle testing environment, not only can the test of single driving load such as electric oil pump, electric air pump and electric drive axle assembly be carried out, but also the function test of the whole vehicle such as high-voltage power-on and power-off, direct-current charging, charging heating, Ready state, static and dynamic gear shifting and driving can be carried out.

[0083] The commercial vehicle power domain controller and the multi-in-one controller testing device provided by the embodiment of the present application have a wider test object range, a wider test content range and a higher test level.

[0084] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail in the following specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described in detail in some embodiments. The embodiments of the present application will be described below with reference to the drawings.

[0085] In the first aspect, with reference to Figure 1As shown, the embodiment of the present application provides a commercial vehicle power domain controller and a multi-in-one controller testing device, comprising:

[0086] a test assembly;

[0087] a first control component 200, and the test assembly is electrically connected;

[0088] a second control component 300, and the test assembly and the first control component 200 are electrically connected;

[0089] a load, the load comprising an electric drive axle assembly 410, an electric air pump 420 and an electric oil pump 430; the electric drive axle assembly 410 is electrically connected with the first control component 200 and the second control component 300; the electric air pump 420 and the electric oil pump 430 are electrically connected with the second control component 300;

[0090] a first power supply 500, and the second control component 300 is electrically connected, and the first power supply 500 is used for simulating the power supply of a vehicle power battery;

[0091] a second power supply 600, and the first control component 200 and the electric drive axle assembly 410 are electrically connected, and the second power supply 600 is used for simulating the power supply of a vehicle low-voltage battery.

[0092] Exemplarily, the test assembly is used for real-time simulation and testing, and can simulate various operating states of a vehicle.

[0093] The first control component 200 is responsible for the control of a vehicle power system. The first control component 200 can be a power domain controller (X-Control Unit, XCU). The power domain controller is a core control unit in the electronic and electrical architecture of a whole vehicle, and is responsible for the centralized management of all electric control functions of the vehicle power system. The power domain controller integrates the whole vehicle control logic of high-voltage power-on and power-off, gear shifting, driving, braking, charging, heating and the like.

[0094] The second control component 300 is a multi-in-one controller. The multi-in-one controller is a hardware highly integrated electronic control unit, can realize the high-voltage power-on and power-off of a whole vehicle high-voltage assembly, can realize the driving control of high-voltage loads such as an electric oil pump, an electric air pump and an electric drive axle assembly, can realize the power supply of a whole vehicle low-voltage load, and can realize the high-voltage power supply of an air conditioner and a driving PTC and the like.

[0095] The load comprises the electric drive axle assembly 410, the electric air pump 420 and the electric oil pump 430, simulating the load conditions in an actual vehicle.

[0096] The first power supply 500 provides high-voltage power supply for the second control component, and is used for simulating the power supply of a vehicle power battery.

[0097] The second power supply 600 is connected with the first control component 200 and the electric drive axle assembly 410, and is used for simulating the power supply of a vehicle low-voltage battery.

[0098] The commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application can control the first control component 200 and supply power to it in the testing process through the test assembly to make it enter a working state. After receiving the hard-wired signal, the first control component 200 wakes up the second control component 300 and communicates with it. The second control component 300 receives the bus control instruction of the first control component 200 and feeds back the state variable of itself to the first control component 200. The first control component 200 and the test assembly interact with each other to form a complete closed-loop control system.

[0099] The commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application can form a closed-loop real vehicle testing environment by connecting the test assembly and the first control component 200, electrically connecting the first control component 200 and the second control component 300, electrically connecting the second control component 300 and the load, electrically connecting the second control component 300 and the first power supply 500, and connecting the first control component 200 and the electric drive axle assembly 410 with the second power supply 600. Not only can the testing of individual driving loads such as the electric oil pump 430, the electric air pump 420 and the electric drive axle assembly 410 be carried out, but also the function testing of the whole vehicle such as high-voltage power-on and power-off, direct current charging, charging heating, Ready state, static and dynamic gear shifting and driving can be carried out.

[0100] The commercial vehicle power domain controller and the all-in-one controller testing device provided by the embodiment of the application have a wider range of testing objects, a wider range of testing content and a higher level of testing.

[0101] The test assembly is a HIL (Hardware-in-the-Loop) testing system, which includes a HIL cabinet 110 and a HIL host computer 120.

[0102] As an implementable embodiment, the first power supply 500 includes a bleeder resistor, the first power supply 500 is used to provide high-voltage power to the second control component 300, and the first power supply 500 is used to absorb the feedback energy of the second control component 300.

[0103] Exemplarily, the design of the first power supply 500 is not only used to provide high-voltage power to the second control component 300, but also has an energy absorption function to process the feedback energy of the all-in-one controller. The first power supply 500 provides high-voltage power support for the second control component 300 to ensure that it can operate normally. The bleeder resistor is used to absorb the feedback energy in the braking process of the driving motor.

[0104] When the multi-in-one controller such as the motor controller feeds back energy to the power supply, the bleeder resistor can effectively absorb the part of energy to prevent the voltage from being too high and protect the safety of the test device.

[0105] As an implementable embodiment, the first power supply 500 includes a high-power high-voltage DC power supply, or a bidirectional voltage stabilizing power supply or a battery simulator.

[0106] Exemplarily, the high-power high-voltage DC power supply provides stable high-voltage DC power to enable the commercial vehicle power domain controller and the multi-in-one controller test device to test the functions of the whole vehicle such as high-voltage power-on and power-off, Ready state, static and dynamic gear shifting, and driving.

[0107] The bidirectional voltage stabilizing power supply provides adjustable voltage output and supports bidirectional current flow, and can be accurately controlled in voltage.

[0108] The battery simulator accurately simulates the external characteristics (such as voltage and internal resistance changes) of a real battery during the charging and discharging process through precise electronic circuit dynamic control of output voltage and current.

[0109] As an implementable embodiment, the electric oil pump 430 includes an empty load, or the electric oil pump is connected to a steering hydraulic circuit for loading.

[0110] In some embodiments, the empty load is used for preliminary testing and verifying the basic operation of the electric oil pump 430.

[0111] In other embodiments, the electric oil pump 430 is connected to the steering hydraulic circuit for loading, which simulates the real working load by connecting the actual steering hydraulic circuit, and is used for testing the performance and durability of the electric oil pump under actual load conditions.

[0112] As an implementable embodiment, the electric air pump 420 includes an empty load, or the electric air pump is connected to a brake air pressure circuit for loading.

[0113] In some embodiments, the empty load is used for testing the basic functions and performance of the electric air pump without load, and is suitable for preliminary testing and verifying the basic operation of the electric air pump.

[0114] In other embodiments, the electric air pump 420 is connected to the brake air pressure circuit for loading, which simulates the real working load by connecting the actual brake air pressure circuit. It is used for testing the performance and durability of the electric air pump under actual load conditions.

[0115] As an implementable embodiment, the electric drive axle assembly 410 includes an empty load, or a motor load or a hydraulic cylinder load.

[0116] In some embodiments, the no-load function is to run without load, test the basic functions and performance of the electric drive axle assembly 410. Suitable for preliminary testing and verifying the basic operation of the electric drive axle assembly 410.

[0117] In other embodiments, the load is applied by the motor, simulating the running state of the vehicle under different power requirements. For testing the functions and performance of the electric drive axle assembly 410 under different load conditions.

[0118] In yet other embodiments, the hydraulic cylinder loading applies load through the hydraulic cylinder, simulating complex mechanical load conditions. For testing the durability and reliability of the electric drive axle assembly 410 under complex load conditions.

[0119] As an implementable embodiment, the test assembly includes a HIL cabinet 110.

[0120] The HIL cabinet 110 includes a third power supply 130, a fourth power supply 140, a HIL real-time system 150, a HIL hardware board 160, and a HIL model.

[0121] The third power supply 130 is electrically connected to the second control 300; the third power supply 130 is used to simulate the power supply of the charging pile 800.

[0122] The fourth power supply 140 is electrically connected to the first control 200 and the second control 300.

[0123] The HIL model runs in the HIL real-time system 150.

[0124] The HIL cabinet 110 sends PCAN bus signals, BTCAN1 bus signals, BTCAN2 bus signals, charging CAN bus signals, thermal management CAN bus signals, and LIN bus signals to the first control 200 through communication lines.

[0125] Exemplarily, the third power supply 130 is used to simulate the charging pile 800, providing high-voltage power conditions during charging. By electrically connecting the third power supply 130 to the second control 300, the third power supply 130 can simulate different charging states and conditions such as fast charging, slow charging, different voltage and current levels, to test the response and compatibility of the second control 300 during charging.

[0126] The fourth power supply 140 provides the necessary low-voltage power conditions for the first control 200 and the second control 300. The fourth power supply 140 ensures that the entire test device can run stably under different power conditions, supporting multiple test scenarios.

[0127] The HIL real-time system 150 is the core of the HIL cabinet 110, responsible for performing real-time simulation and data processing. By running simulation models and processing input and output signals, the HIL real-time system 150 can simulate the dynamic behavior of the vehicle and environmental conditions, supporting complex system integration testing.

[0128] The HIL hardware board card 160 interacts with the first control component 200 through communication lines. The HIL hardware board card 160 includes AO board card, AI board card, DI board card, DO board card, resistance board card, CAN bus board card, LIN bus board card, and Ethernet communication board card.

[0129] The HIL hardware board card 160 interacts with the first control component 200 by sending and receiving different bus signals such as PCAN, BTCAN1, BTCAN2, charging CAN, thermal management CAN, LIN signals, and different hard-wired signals such as AO, AI, DI, DO, and resistance signals.

[0130] Among them, the PCAN bus signal is used to test the communication capability of the first control component 200 in the power system, to ensure that it can correctly process power-related data.

[0131] The BTCAN1 and BTCAN2 bus signals are used to test the communication performance of the first control component 200 in the battery communication system.

[0132] The charging CAN bus signal is used to simulate communication during charging, to test the response and compatibility of the first control component 200 in the charging state.

[0133] The thermal management CAN bus signal is used to test the communication capability of the first control component 200 in the thermal management system, to ensure that it effectively controls the motor oil pump and transmission oil pump of the electric drive axle assembly 410.

[0134] The LIN bus signal is used to test the performance of the first control component 200 in the low-speed communication network, for communication of the thermal management valve.

[0135] As an implementable embodiment, the test assembly further comprises a HIL host computer 120; the HIL host computer 120 is electrically connected with the HIL cabinet 110 through Ethernet. The HIL model is built in the HIL host computer 120 and is downloaded into the HIL real-time system for running after being compiled. Illustratively, the HIL model is built in the HIL host computer 120 and is downloaded into the HIL real-time system 150 for running after being compiled. The HIL host computer 120 provides computing power and user interface for configuring, monitoring and controlling the HIL simulation process. By building a complex simulation model, the HIL host computer 120 can simulate the dynamic behavior of the vehicle and the environmental conditions, and adjust the test parameters in real time. The HIL host computer 120 is a high-configuration desktop host computer.

[0136] The HIL host computer 120 provides a user-friendly interface, enabling engineers to easily configure test scenarios, monitor real-time data and analyze test results. Users can set test parameters, start and stop tests, view real-time data streams and generate test reports through the HIL host computer 120 interface.

[0137] The HIL host computer 120 is connected with the HIL cabinet 110 through Ethernet, and the HIL host computer 120 can realize high-speed data transmission and reliable communication. The Ethernet connection ensures real-time data exchange between the HIL host computer 120 and the HIL cabinet 110, supporting complex simulation and control tasks.

[0138] As an implementable embodiment, the second control member 300 comprises a high-voltage power distribution unit 310, a front motor controller 320, a rear motor controller 330, a steering oil pump controller 340, and a brake air pump controller 350.

[0139] The high-voltage power distribution unit 310 is electrically connected with the first power supply 500 through the power battery high-voltage line; the high-voltage power distribution unit 310 is electrically connected with the front motor controller 320, the rear motor controller 330, the steering oil pump controller 340, and the brake air pump controller 350.

[0140] The front motor controller 320 is electrically connected with the electric drive bridge assembly 410 through the front motor three-phase line.

[0141] The rear motor controller 330 is electrically connected with the electric drive bridge assembly 410 through the rear motor three-phase line.

[0142] The steering oil pump controller 340 is electrically connected with the electric oil pump 430 through the oil pump motor three-phase line.

[0143] The brake air pump controller 350 is electrically connected with the electric air pump 420 through the air pump motor three-phase line.

[0144] The second control unit 300 is configured to receive the hardwire wake-up signal from the first control unit 200, the PCAN control signal from the first control unit 200, and the motor resolver signal from the electric drive axle assembly 410.

[0145] The second control unit 300 is configured to send the PCAN status signal to the first control unit 200.

[0146] Exemplarily, the high-voltage power distribution unit (PDU) 310 is responsible for managing and distributing high-voltage power from the first power source 500.

[0147] The high-voltage power distribution unit 310 ensures that each part of the second control unit 300 receives the required high-voltage power support through electrical connections with the front motor controller 320, the rear motor controller 330, the electric power steering controller 340, and the air pump controller 350.

[0148] The front motor controller 320 manages and controls the operation of the front motor. The front motor controller 320 is electrically connected to the electric drive axle assembly 410 through the front motor three-phase line, and is responsible for adjusting the speed and torque of the front motor to realize the power output of the vehicle.

[0149] The rear motor controller 330 manages and controls the operation of the rear motor. The rear motor controller 330 is electrically connected to the electric drive axle assembly 410 through the rear motor three-phase line, and adjusts the performance of the rear motor to support the power and stability of the vehicle.

[0150] The electric power steering controller (EPS) 340 controls the operation of the electric oil pump to provide steering assistance for the vehicle. The electric power steering controller 340 is electrically connected to the electric oil pump 430 through the oil pump motor three-phase line, and ensures the response and accuracy of the steering system.

[0151] The air pump controller (APC) 350 manages the operation of the electric air pump to provide air pressure support for the braking system. The air pump controller 350 is electrically connected to the electric air pump 420 through the air pump motor three-phase line, and ensures the reliability and efficiency of the braking system.

[0152] As an implementable embodiment, the second control unit 300 further includes a DC-DC converter, a high-voltage air conditioning power supply circuit 370, and a PTC power supply circuit 380. The DC-DC converter is hereinafter abbreviated as DC converter 360.

[0153] The loads also include a DC load 440, an electric air conditioner 450, and a cab PTC 460.

[0154] The DC converter 360 is electrically connected to the DC load 440 through a low-voltage load power supply line.

[0155] The high-voltage air conditioner power supply circuit 370 is electrically connected to the electric air conditioner 450 through an air conditioner power supply line.

[0156] The PTC power supply circuit 380 is electrically connected to the cab PTC 460 through a PTC power supply line.

[0157] By way of example, the DC converter (DC-DC Converter) 360 is responsible for converting high-voltage power into low-voltage power to supply the low-voltage system and loads. The DC converter 360 is electrically connected to the DC load 440 through a low-voltage load power supply line, and the DC converter 360 ensures that the low-voltage system such as the vehicle-mounted electronic device obtains stable low-voltage power support.

[0158] The high-voltage air conditioner power supply circuit 370 provides high-voltage power for the electric air conditioner 450 system. The high-voltage air conditioner power supply circuit 370 is electrically connected to the electric air conditioner 450 through an air conditioner power supply line, and the high-voltage air conditioner power supply circuit 370 ensures the normal operation and performance of the air conditioner system under various conditions.

[0159] The PTC power supply circuit 380 provides power for the cab PTC (Positive Temperature Coefficient, PTC) 460 heater. The PTC power supply circuit 380 is electrically connected to the cab PTC 460 through a PTC power supply line, and the PTC power supply circuit 380 supports the heating function of the cab and ensures comfort under low-temperature conditions.

[0160] As an implementable embodiment, the commercial vehicle power domain controller and all-in-one controller test device includes a shift motor, a shift position sensor, a motor oil pump, a gearbox oil pump, a vehicle speed sensor, and a gearbox oil temperature sensor.

[0161] The shift motor, the shift position sensor, the motor oil pump, the gearbox oil pump, the vehicle speed sensor, and the gearbox oil temperature sensor are installed on the electric drive axle assembly.

[0162] The shift motor, the shift position sensor, the gearbox oil pump, the vehicle speed sensor, and the gearbox oil temperature sensor are electrically connected to the first control 200 through signal lines.

[0163] The second power supply 600 is used to power the motor oil pump and the gearbox oil pump.

[0164] The motor oil pump is electrically connected to the first control 200.

[0165] The first control 200 is used to receive signals from the shift position sensor, receive signals from the vehicle speed sensor, receive bus signals from the motor oil pump, receive bus signals from the transmission oil temperature sensor, and receive bus signals from the transmission oil pump.

[0166] The first control 200 is used to send shift motor hard-wire control signals, send motor oil pump CAN control signals, and transmission oil pump CAN control signals to the electric drive axle assembly 410.

[0167] Exemplarily, the shift motor performs shift operations under the hard-wire control signals from the power domain controller, ensuring the transmission to be engaged to the target gear.

[0168] The shift position sensor transmits shift position information to the power domain controller through a signal line.

[0169] The motor oil pump provides lubrication and cooling to support the normal operation of the motor and transmission system. The motor oil pump receives instructions from the power domain controller through CAN control signals to adjust the operating state of the oil pump.

[0170] The transmission oil pump provides the necessary lubrication and cooling for the transmission. The transmission oil pump receives instructions from the power domain controller through CAN control signals to ensure efficient and reliable operation of the transmission.

[0171] The vehicle speed sensor measures the speed of the vehicle, and the speed sensor transmits speed information to the power domain controller through a signal line for dynamic adjustment and control. The transmission oil temperature sensor monitors the temperature of the transmission oil and transmits temperature information to the power domain controller to help monitor and protect the transmission system.

[0172] The power domain controller receives signals from the shift position sensor, vehicle speed sensor, motor oil pump, transmission oil temperature sensor, and transmission oil pump. These signals are used to monitor and adjust the operating state of the transmission system in real time.

[0173] The power domain controller sends shift motor hardwire control signals, motor oil pump CAN control signals and transmission oil pump CAN control signals to the electric drive axle assembly 410. These signals are used to control the shift motor, motor oil pump and transmission oil pump to ensure the electric drive axle assembly can shift and lubricate correctly. The power domain controller is electrically connected to the fourth power supply 140, the HIL cabinet 110, the all-in-one controller 300 and the electric drive axle assembly 410 through a low-voltage wire harness. The power domain controller receives low-voltage direct-current power supply from the fourth power supply 140, receives operation signals output by the driver model such as KL30, KL15, KeyStart, accelerator pedal AccPed, brake switch BrkSt1, brake switch BrkSt2, parking brake Park, charging connection CC2-1, charging cabinet auxiliary power supply A1Pos and the like, receives sensor signals (such as shift position sensor signals, vehicle speed sensor signals), receives PCAN bus signals (such as all-in-one controller bus signals and the like), receives BTCAN1 bus signals (such as Hall current sensor signals, power battery slave control signals and the like), receives BTCAN2 bus signals (such as power battery slave control signals and the like), receives charging CAN bus signals (such as charging pile 800 signals and the like), receives thermal management CAN bus signals (such as motor oil pump bus signals, transmission oil pump bus signals and the like), receives LIN bus signals (such as thermal management valve state LIN bus signals sent by the HIL cabinet 110); sends hardwire control signals (such as all-in-one controller wake-up signals, shift motor control signals and the like), sends PCAN control signals (such as all-in-one controller control signals and the like), sends thermal management CAN control signals (such as motor oil pump control signals, transmission oil pump control signals and the like), and sends thermal management LIN control signals (such as thermal management valve control signals and the like).

[0174] As an implementable embodiment, the HIL model includes a driver model, a thermal management model, a power battery model, a BMS slave control model, a charging pile 800 model, an EHPS model, an ESC model and a vehicle dynamics model. The driver model, the thermal management model, the power battery model, the BMS slave control model, the charging pile 800 model, the EHPS model, the ESC model and the vehicle dynamics model are compiled and downloaded into the HIL real-time system 150 for running.

[0175] The first control member 200 is configured to receive operation signals output by the driver model. Exemplarily, the driver model simulates the operation behavior of the driver, including acceleration, braking, KeyOn, KeyStart and the like. The driver model provides the driver input operation signals for the power domain controller. The thermal management model is used to simulate the thermal management valve LIN communication signal.

[0176] The power battery model simulates the electrochemical characteristics and dynamic behavior of the power battery. The power battery model provides battery state information such as voltage, current for the power domain controller.

[0177] The BMS (Battery Management System Slave Model) simulates the slave function of the battery management system. The BMS slave model tests the communication and coordination of the power domain controller with the BMS, ensuring the safe and efficient operation of the battery. The BMS slave model communicates and coordinates with the power domain controller, ensuring the safe and efficient operation of the battery.

[0178] The charging pile 800 model simulates different types and states of charging piles 800. The charging pile 800 model tests the compatibility and control ability of the power domain controller in the charging process.

[0179] The EHPS (Electro-Hydraulic Power Steering) model simulates the dynamic behavior of the electro-hydraulic power steering system. The EHPS model tests the control and response of the power domain controller to the steering assist system.

[0180] The electronic stability control system (Electronic Stability Control, ESC) simulates the electronic stability control function of the vehicle. The ESC model tests the control strategy of the power domain controller in terms of vehicle stability and safety.

[0181] The vehicle dynamics model simulates the overall dynamics of the vehicle, including acceleration, speed, steering, and braking. The vehicle dynamics model simulates the comprehensive vehicle dynamic information for the power domain controller, testing its performance under different driving conditions.

[0182] As an implementable embodiment, the commercial vehicle power domain controller and all-in-one controller test device further comprises a HIL fault injection unit 900; the communication line comprises a LIN communication line, and the first control member 200 is electrically connected to the HIL cabinet 110 through the LIN communication line.

[0183] The HIL fault injection unit 900 is connected to the LIN communication line.

[0184] Exemplarily, the commercial vehicle power domain controller and all-in-one controller test device introduces the HIL fault injection unit 900, and is connected to the HIL cabinet 110 through the LIN communication line.

[0185] The commercial vehicle power domain controller and all-in-one controller test device introduces a HIL fault injection unit 900. By introducing the HIL fault injection unit 900 between the first control component 200 and the HIL cabinet 110, the HIL fault injection unit 900 can inject LIN bus open circuit faults and LIN bus corresponding short circuit faults, respectively, to observe whether the LIN communication fault of the first control component 200 is set.

[0186] By introducing faults, the test device can evaluate the fault detection capability of the vehicle controller. Verify whether the controller can timely identify faults and trigger corresponding safety mechanisms or alarm signals.

[0187] The LIN (Local Interconnect Network) communication line is used for low-speed communication networks. Through the LIN communication line, data exchange can be performed between the first control component 200 and the HIL cabinet 110.

[0188] In some embodiments, the commercial vehicle power domain controller and all-in-one controller test device further comprises a HIL fault injection unit 900, the first control component 200 and the second control component 300 are electrically connected through the PCAN communication line; the HIL fault injection unit 900 is electrically connected with the PCAN communication line.

[0189] The commercial vehicle power domain controller and all-in-one controller test device introduces a HIL fault injection unit 900. By introducing the HIL fault injection unit 900 between the first control component 200 and the second control component 300, the HIL fault injection unit 900 can inject vehicle PCANH open circuit faults, PCANL open circuit faults, PCANH corresponding short circuit faults, and PCANL corresponding power supply short circuit faults, respectively.

[0190] The HIL cabinet 110 sends a shift request signal to the first control component 200. Under different PACN communication fault types, it is verified whether the shift prohibition fault handling strategy of the first control component 200 is executed.

[0191] This configuration allows more comprehensive testing of vehicle controllers, especially in terms of fault detection and response capabilities. By introducing faults, the test device can evaluate the fault detection capability of the vehicle controller. Verify whether the controller can timely identify faults and trigger corresponding safety mechanisms or alarm signals.

[0192] In some embodiments, the commercial vehicle power domain controller and all-in-one controller test device further comprises a HIL fault injection unit 900, the HIL fault injection unit 900 is electrically connected with the signal line.

[0193] The commercial vehicle power domain controller and all-in-one controller test device introduces a HIL fault injection unit 900. The HIL fault injection unit 900 is introduced through a signal line between the first control 200 and the electric drive axle assembly 410. The HIL fault injection unit 900 can respectively inject open circuit faults, ground short circuit faults, and power supply short circuit faults of the shift position sensor. The HIL fault injection unit sends a shift request signal to the first control 200 through the HIL cabinet 110. Under different shift position sensor fault types, it is verified whether the first control 200 executes the shift prohibition fault handling strategy.

[0194] This configuration allows more comprehensive testing of the vehicle controller, especially in terms of fault detection and response capabilities. By introducing faults, the test device can evaluate the fault detection capabilities of the vehicle controller. It verifies whether the controller can timely identify faults and trigger corresponding safety mechanisms or alarm signals.

[0195] This configuration allows more comprehensive testing of the vehicle controller, especially in terms of fault detection and response capabilities. The HIL fault injection unit 900 can actively introduce various fault conditions during testing to simulate system failures that may occur in the real world. The HIL fault injection unit 900 can inject sensor and actuator electrical faults such as short circuits and open circuits, and communication faults such as node loss and cycle errors.

[0196] The following describes a specific test process.

[0197] As shown in Figure 2 and Figure 3 , the whole vehicle main drive circuit high voltage power-on test process is as follows: the HIL cabinet 110 provides KL30 power supply for the power domain controller and the all-in-one controller; the HIL cabinet 110 sends the No. 1 Pack cell voltage, cell temperature, and battery main circuit current signals to the power domain controller through BTCAN1; the HIL cabinet 110 sends the No. 2 Pack cell voltage and cell temperature signals to the power domain controller through BTCAN2; then the HIL cabinet 110 supplies KL15 power to the power domain controller, the power domain controller wakes up, and then the power domain controller sends a hard-wired signal to wake up the all-in-one controller; then the power domain controller sends the main drive circuit high voltage relay command through PCAN, the all-in-one controller completes the main drive circuit power-on process and feeds back the main drive circuit high voltage relay state and all-in-one state signals to the power domain controller, the power domain controller feeds back the high voltage power-on HVOn state to the HIL cabinet 110, and the whole vehicle main drive circuit high voltage power-on is completed; after the main drive circuit high voltage power-on is completed, the power domain controller sends the direct current converter 360 (DCDC converter) working enable command to the all-in-one controller, and the all-in-one controller feeds back the direct current converter 360 (DCDC converter) working state to the power domain controller.

[0198] As shown in Figure 2 and Figure 3 , the high-voltage power-on test process of the whole vehicle air conditioning circuit is: after the high-voltage power-on of the whole vehicle main drive circuit is completed, the HIL cabinet 110 sends an air conditioning work request signal to the power domain controller through the thermal management CAN, then the power domain controller sends an air conditioning circuit high-voltage relay CAN instruction through the PCAN, the multi-in-one controller completes the air conditioning circuit power-on process and feeds back the air conditioning circuit high-voltage relay state to the power domain controller, and the whole vehicle air conditioning circuit power-on is completed.

[0199] As shown in Figure 2 and Figure 4 , the whole vehicle Ready function test process is: after the high-voltage power-on of the whole vehicle main drive circuit is completed, the HIL cabinet 110 sends a brake effective switch signal (BrkSt1 is low, BrkSt2 is high) through the PCAN, and then KeyStart; then the power domain controller sends an EPS, APC, front motor controller 320, and rear motor controller 330 work enable instruction to the multi-in-one controller through the PCAN, the multi-in-one controller feeds back the EPS, APC, front motor controller 320, and rear motor controller 330 work enable state to the power domain controller, and the whole vehicle enters the Ready state.

[0200] As shown in Figure 2 and Figure 5 , the whole vehicle main drive circuit high-voltage power-off function test process is: after the high-voltage power-on of the whole vehicle main drive circuit is completed, the HIL cabinet 110 controls KL15 to power off, then the power domain controller sends a DCDC 23 stop enable instruction through the PCAN, and then the multi-in-one controller feeds back the DCDC work state to the power domain controller; then the power domain controller sends a main drive circuit high-voltage relay disconnection instruction through the PCAN; the multi-in-one controller controls the main drive circuit to power off and feeds back the main drive circuit high-voltage relay state and the multi-in-one state to the power domain controller; after the main drive circuit high-voltage power-off is completed, the power domain controller sends a main active discharge instruction through the PCAN, the multi-in-one controller executes the main drive circuit active discharge and feeds back the main active discharge state to the power domain controller; after the main drive circuit active discharge is completed, the power domain controller stops sending the multi-in-one controller hard-wire wake-up signal, and the whole vehicle main drive circuit high-voltage power-off is completed.

[0201] As shown in Figure 2 and Figure 6 , the whole vehicle direct current charging function test process is:

[0202] 1) HIL cabinet 110 provides KL30 power supply for power domain controller, all-in-one controller; HIL cabinet 110 sends No. 1 pack cell voltage, cell temperature, battery main loop current signal to power domain controller through BTCAN1; HIL cabinet 110 sends No. 2 pack cell voltage, cell temperature signal to power domain controller through BTCAN2; HIL cabinet 110 sends CC2_1 charging connection signal and Park parking switch signal to power domain controller, and then sends A1Pos low-voltage auxiliary power hard-wire signal to wake up the power domain controller;

[0203] 2) The power domain controller interacts with the charging pile 800 module of the HIL model through the charging CAN, enters the DC charging handshake and charging parameter configuration phase;

[0204] 3) Then the power domain controller sends the main drive loop high-voltage relay command through PCAN, and the all-in-one controller controls the main drive loop to complete high-voltage power-on and feedback high-voltage relay state, all-in-one state and other signals; Then the power domain controller sends the DCDC work enable command through PCAN, and then the all-in-one controller feedbacks the DCDC working state; Then the power domain controller sends the charging loop high-voltage relay command through PCAN, and the all-in-one controller controls the charging loop high-voltage power-on and feedbacks the charging relay state signal; After the charging loop is closed, the HIL cabinet 110 outputs the actual charging high voltage to the all-in-one controller;

[0205] 4) After the charging power-on is completed, the charging phase is entered, the power domain controller sends the charging current request to the charging pile 800 module through the charging CAN, and the charging pile 800 module feedbacks the charging voltage, charging current and other signals to the power domain controller through the charging CAN; During the charging process, the charging pile 800 module outputs the current consistent with the current requested by the power domain controller; After the charging is completed, the charging pile 800 sends the charging termination message through the charging CAN, and the charging pile 800 stops the charging current output; Then the H1L cabinet stops sending the AlPos low-voltage auxiliary power hard-wire signal;

[0206] 5) When the charging current is less than a certain threshold, the power domain controller sends a charging loop relay disconnection instruction through the PCAN, and then the all-in-one controller controls the charging loop relay to disconnect and feeds back the charging relay state. Then the power domain controller sends a DCDC stop enable instruction through the PCAN, and the all-in-one controller feeds back the DCDC working state. Then the power domain controller sends a main drive loop high-voltage relay disconnection instruction through the PCAN, and the all-in-one controller controls the main drive loop to power off and feeds back the main drive loop high-voltage relay state and the all-in-one state to the power domain controller. After the main drive loop high-voltage power off is completed, the power domain controller sends a main active discharge instruction through the PCAN, and the all-in-one controller executes the main active discharge and feeds back the main active discharge state to the power domain controller. The main drive loop high-voltage power off is completed, and the vehicle direct current charging power off is completed.

[0207] As shown in Figure 2 and Figure 7 , the vehicle direct current heating function test process is:

[0208] 1) The HIL cabinet 110 provides KL30 power supply for the power domain controller and the all-in-one controller. The HIL cabinet 110 sends the No. 1 Pack single cell voltage, single cell temperature, and battery main loop current signals to the power domain controller through the BTCAN1. The HIL cabinet 110 sends the No. 2 Pack single cell voltage and single cell temperature signals to the power domain controller through the BTCAN2. The HIL cabinet 110 sends the CC2_1 charging connection signal and the Park parking switch signal to the power domain controller, and then sends the A1Pos low-voltage auxiliary power supply hard-wire signal to wake up the power domain controller.

[0209] 2) The power domain controller interacts with the charging pile 800 module of the HIL model through the charging CAN to enter the direct current charging handshake and charging parameter configuration stage.

[0210] 3) Then the power domain controller sends a main drive loop high-voltage relay instruction through the PCAN, and the all-in-one controller controls the main drive loop to complete high-voltage power on and feeds back the high-voltage relay state and the all-in-one state signals. Then the power domain controller sends a DCDC23 working enable instruction through the PCAN, and then the all-in-one controller feeds back the DCDC working state. Then the power domain controller sends a charging loop high-voltage relay instruction through the PCAN, and the all-in-one controller controls the charging loop to complete high-voltage power on and feeds back the charging relay state signal. After the charging loop is closed, the HIL cabinet 110 outputs the actual charging high voltage to the all-in-one controller. Then the power domain controller sends a heating loop high-voltage relay instruction through the PCAN, and the all-in-one controller controls the heating loop to complete high-voltage power on and feeds back the heating relay state. Then the power domain controller sends a main drive loop high-voltage relay disconnection instruction through the PCAN, and the all-in-one controller controls the main drive loop to complete high-voltage power off and feeds back the high-voltage relay state.

[0211] 4) After the charging and heating power-up is completed, the charging and heating phase is entered, the power domain controller sends a charging voltage request to the charging pile 800 module through the charging CAN, the charging pile 800 module feeds back the charging voltage and charging current signals to the power domain controller through the charging CAN, and the charging pile 800 maintains the charging voltage request value of the power domain controller during the charging and heating process; after the charging and heating is completed, the charging pile 800 sends a charging termination message through the charging CAN, and the charging pile 800 stops outputting the charging current; then the HIL cabinet 110 stops sending the AlPos low-voltage auxiliary power supply hard-wire signal;

[0212] 5) Then the power domain controller sends a DCDC stop enable instruction through the PCAN, and the multi-in-one controller feeds back the DCDC working state; after the charging current is less than a certain threshold, the power domain controller sends a charging loop relay disconnection instruction through the PCAN, and then the multi-in-one controller controls the charging loop relay to be disconnected and feeds back the charging relay state; after the charging loop high-voltage power-down is completed, the power domain controller sends a main active discharge instruction through the PCAN, the multi-in-one controller executes the active discharge and feeds back the active discharge state to the power domain controller, the main drive loop high-voltage power-down is completed, and the vehicle direct-current charging and heating power-down is completed.

[0213] As shown in Figure 8 , the vehicle static N-gear and D-gear shifting function test process is:

[0214] 1) The vehicle enters the Ready state, the initial gear position is N-gear, the HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low and BrkSt2 is high) through the PCAN, and then the HIL cabinet 110 sends the D-gear request signal to the power domain controller through the PCAN; then the power domain controller collects the gear position sensor signal, controls the multi-in-one controller, rear motor, front motor, and gear motor to coordinate actions, and controls the electric drive axle assembly to enter D1 gear, thereby completing the vehicle static N-gear to D-gear process control.

[0215] 2) After the vehicle enters D1 gear, the HIL cabinet 110 sends the brake effective switch signal BrkSt1 as low and BrkSt2 as high through the PCAN, and then the HIL cabinet 110 sends the N-gear request signal to the power domain controller through the PCAN; then the power domain controller collects the gear position sensor signal, controls the multi-in-one controller, rear motor, front motor, and gear motor to coordinate actions, and controls the electric drive axle assembly to enter N-gear, thereby completing the vehicle static D1-gear to N-gear process control.

[0216] As shown in Figure 8 , and with reference to the above test steps and processes, the vehicle static N-gear and R-gear shifting function test can be completed.

[0217] As Figure 8 shown, the whole vehicle static N shift and M shift function test process is:

[0218] 1) The whole vehicle enters the Ready state, the initial gear position is N, the HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low, BrkSt2 is high) through PCAN, and then the HIL cabinet 110 sends the D gear request signal to the power domain controller through PCAN; then the power domain controller collects the shift position sensor signal, controls the multi-combined controller, rear motor, front motor, and shift motor to coordinate action, and controls the electric drive axle assembly to enter D1 gear;

[0219] 2) Then the HIL cabinet 110 sends the M gear request signal to the power domain controller through PCAN; the whole vehicle is switched from D1 gear to M1 gear; thereby completing the whole vehicle static N to M1 gear process control;

[0220] 3) After the whole vehicle enters M1 gear, the HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low, BrkSt2 is high) through PCAN, and then the HIL cabinet 110 sends the N gear request signal to the power domain controller through PCAN; then the power domain controller collects the shift position sensor signal, controls the multi-combined controller, rear motor, front motor, and shift motor to coordinate action, and controls the electric drive axle assembly to enter N gear, thereby completing the whole vehicle static M1 to N gear process control.

[0221] As Figure 8 shown, the whole vehicle static M shift function test process is:

[0222] 1) The whole vehicle enters the Ready state, the initial gear position is N, the HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low, BrkSt2 is high) through PCAN, and then the HIL cabinet 110 sends the D gear request signal to the power domain controller through PCAN; then the power domain controller collects the shift position sensor signal, controls the multi-combined controller, rear motor, front motor, and shift motor to coordinate action, and controls the electric drive axle assembly to enter D1 gear;

[0223] 2) Then the HIL cabinet 110 sends the M gear request signal to the power domain controller through PCAN; the whole vehicle is switched from D1 gear to M1 gear; thereby completing the whole vehicle static N to M1 gear process control;

[0224] 3) After the whole vehicle enters M1 gear, the HIL cabinet 110 sends the manual upshift request to the power domain controller through PCAN, and then the power domain controller collects the shift position sensor signal, controls the multi-combined controller, rear motor, front motor, and shift motor to coordinate action, and controls the electric drive axle assembly to enter M2 gear;

[0225] 4) After the whole vehicle enters M2 gear, the HIL cabinet 110 sends a manual downshift request to the power domain controller through the PCAN, and then the power domain controller collects the shift position sensor signal, controls the multi-combined controller, rear motor, front motor, and shift motor to coordinate actions, and controls the electric drive axle assembly to enter M1 gear.

[0226] As shown in Figure 9 , the whole vehicle D-gear driving function test process is:

[0227] 1) After the whole vehicle is hung in D1 gear, the HIL cabinet 110 sends a brake invalid switch signal (BrkSt1 is high level, BrkSt2 is low level) and an accelerator pedal opening degree signal AccPed to the power domain controller through the PCAN;

[0228] 2) The accelerator pedal opening degree is continuously increased, the motor driving force is continuously increased step by step, the power domain controller controls the multi-combined controller, front motor, rear motor, and electric drive axle assembly 410 to start operation, and the whole vehicle starts to accelerate;

[0229] 3) As the vehicle speed continuously increases, the power domain controller collects the vehicle speed sensor signal and the shift position sensor signal in real time, and when the vehicle speed reaches the upshift point, the power domain controller automatically controls the multi-combined controller, front motor, rear motor, and shift motor to complete the whole vehicle dynamic upshift D2 gear;

[0230] 4) After the electric drive axle is upshifted to D2 gear, the accelerator pedal opening degree is continuously reduced to 0, the whole vehicle is coasting, the vehicle speed is continuously reduced, the power domain controller collects the vehicle speed sensor signal and the shift position sensor signal in real time, and when the vehicle speed reaches the downshift point, the power domain controller automatically controls the multi-combined controller, front motor, rear motor, and shift motor to complete the whole vehicle dynamic downshift, and the electric drive axle assembly 410 is downshifted to D1 gear;

[0231] 5) After the electric drive axle is downshifted to D1 gear, the HIL cabinet 110 sends a brake valid switch signal (BrkSt1 is low level, BrkSt2 is high level) to the power domain controller through the PCAN, and the power domain controller controls the multi-combined controller, front motor, and rear motor to recover brake energy.

[0232] As shown in Figure 9 , the whole vehicle M-gear driving function test process is:

[0233] 1) After the whole vehicle is hung in M1 gear, the HIL cabinet 110 sends a brake invalid switch signal (BrkSt1 is high level, BrkSt2 is low level) and an accelerator pedal opening degree signal AccPed to the power domain controller through the PCAN;

[0234] 2) continuously increase the accelerator pedal opening, the motor driving force is continuously increased step by step, the power domain controller controls the multi-in-one controller, the front motor, the rear motor, and the electric drive axle assembly 410 to start running, and the vehicle starts to accelerate;

[0235] 3) as the vehicle speed continuously increases, the power domain controller collects the vehicle speed sensor signal and the shift position sensor signal in real time, when the vehicle speed reaches a certain threshold, the HIL cabinet 110 sends a manual upshift request through the PCAN, and the power domain controller controls the multi-in-one controller, the front motor, the rear motor, and the shift motor to complete the vehicle dynamic upshift to M2 gear;

[0236] 4) after the electric drive axle is upshifted to M2 gear, continuously reduce the accelerator pedal opening to 0, the vehicle is coasting, the vehicle speed continuously decreases, the power domain controller collects the vehicle speed sensor signal and the shift position sensor signal in real time, when the vehicle speed reaches the downshift point, the HIL cabinet 110 sends a manual downshift request through the PCAN, and the power domain controller controls the multi-in-one controller, the front motor, the rear motor, and the shift motor to complete the vehicle dynamic downshift, and the electric drive axle assembly 410 is downshifted to M1 gear;

[0237] 5) after the electric drive axle is downshifted to M1 gear, the HIL cabinet 110 sends a brake effective switch signal (BrkSt1 is low and BrkSt2 is high) through the PCAN, and the power domain controller controls the multi-in-one controller, the front motor, and the rear motor to recover the brake energy.

[0238] As shown in Figure 9 , the vehicle R gear driving running function test process is:

[0239] 1) after the vehicle is engaged in R gear, the HIL cabinet 110 sends a brake invalid switch signal (BrkSt1 is high and BrkSt2 is low) and an accelerator pedal opening signal AccPed to the power domain controller through the PCAN;

[0240] 2) continuously increase the accelerator pedal opening, the motor reverse driving force is continuously increased step by step, the power domain controller controls the multi-in-one controller, the front motor, the rear motor, and the electric drive axle assembly 410 to start running, and the vehicle starts to accelerate in R gear;

[0241] 3) when the vehicle reaches the highest speed in R gear, continuously reduce the accelerator pedal opening to 0, and the vehicle is coasting; then the HIL cabinet 110 sends a brake effective switch signal (BrkSt1 is low and BrkSt2 is high) through the PCAN, and the power domain controller controls the multi-in-one controller, the front motor, and the rear motor to recover the brake energy.

[0242] As shown in Figure 10 , the vehicle shift position sensor fault injection test process is:

[0243] 1) The whole vehicle enters the Ready state, and the initial gear is N gear;

[0244] 2) Connect the shift position sensor signal line between the power domain controller and the electric drive axle assembly 410 to the HIL cabinet HIL fault injection unit 900;

[0245] 3) Then inject the shift position sensor open circuit fault, ground short circuit fault, and power short circuit fault through the HIL cabinet 110 HIL fault injection unit 900, respectively, and then observe whether the power domain controller shift position sensor fault is set;

[0246] 4) The HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low, BrkSt2 is high) and the D gear request signal to the power domain controller through the PCAN, and verifies whether the power domain controller shift prohibition fault handling strategy is executed under different shift position sensor fault types.

[0247] The sensor fault injection test of the whole vehicle speed sensor, transmission oil temperature sensor, etc. can also be carried out according to the above steps.

[0248] As shown in Figure 10 , the whole vehicle shift motor fault injection test process is:

[0249] 1) The whole vehicle enters the Ready state, and the initial gear is N gear;

[0250] 2) Connect the shift motor drive signal line between the power domain controller and the electric drive axle assembly 410 to the HIL cabinet 110 HIL fault injection unit 900;

[0251] 3) Then inject the shift motor drive signal open circuit fault, ground short circuit fault, and power short circuit fault through the HIL cabinet 110 HIL fault injection unit 900, respectively, and then observe whether the power domain controller shift motor drive signal fault is set;

[0252] 4) The HIL cabinet 110 sends the brake effective switch signal (BrkSt1 is low, BrkSt2 is high) and the D gear request signal to the power domain controller through the PCAN, and verifies whether the power domain controller shift prohibition fault handling strategy is executed under different shift motor drive signal fault types.

[0253] As shown in Figure 11 , the whole vehicle PCAN fault injection test process is:

[0254] 1) The whole vehicle enters the Ready state, and the initial gear is N gear;

[0255] 2) connect the PCAN communication line between the power domain controller and the all-in-one controller to the HIL cabinet 110 HIL fault injection unit 900;

[0256] 3) then inject the vehicle PCAN H open circuit fault, PCAN L open circuit fault, PCAN H to ground short circuit fault, PCAN L to power short circuit fault, etc. through the HIL cabinet 110 HIL fault injection unit 900 respectively, and then observe whether the power domain controller PCAN communication fault is set;

[0257] 4) the HIL cabinet 110 sends the brake effective switch signal BrkSt1 low, BrkSt2 high, D range request signal to the power domain controller through PCAN, and verifies whether the power domain controller gear prohibition fault handling strategy is executed under different PCAN communication fault types.

[0258] As shown in Figure 11 the vehicle LIN communication fault injection test process is:

[0259] 1) the vehicle enters the Ready state, and the initial gear position is N gear;

[0260] 2) connect the LIN communication line between the power domain controller and the HIL cabinet 110 to the HIL cabinet 110 HIL fault injection unit 900;

[0261] 3) then inject the vehicle LINBus open circuit fault, LINBus to ground short circuit fault, etc. through the HIL cabinet 110 HIL fault injection unit 900 respectively, and then observe whether the power domain controller LIN communication fault is set.

[0262] Finally, it should be noted that: other embodiments of the application will be readily apparent to those skilled in the art after considering the specification and practice of the application disclosed herein. The present application is intended to cover any variations, uses or adaptive changes to the present application that follow the general principles of the present application and include known or customary technical means in the art not disclosed by the present application, and are not limited to the precise structure described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A commercial vehicle power domain controller and all-in-one controller test device, characterized in that: include: Test components; a first control member electrically connected to the test assembly; a second control component electrically connected to the test assembly and the first control component; A load, comprising an electric drive axle assembly, an electric air pump, and an electric oil pump; the electric drive axle assembly is electrically connected to the first control component and the second control component; the electric air pump and the electric oil pump are both electrically connected to the second control component; a first power supply electrically connected to the second control element, the first power supply being used to simulate power supply from a vehicle power battery; The second power supply is electrically connected to the first control component and the electric drive axle assembly; the second power supply is used to simulate the power supply of the vehicle's low-voltage battery.

2. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 1, characterized in that: The test assembly includes a HIL cabinet; The HIL cabinet includes a third power supply, a fourth power supply, a HIL real-time system, a HIL hardware board, and a HIL model; The third power supply is electrically connected to the second control element; the third power supply is used to simulate the power supply of the charging pile; The fourth power supply is electrically connected to the first control component and the second control component; The HIL model runs in the HIL real-time system; The HIL cabinet sends a PCAN bus signal, a BTCAN1 bus signal, a BTCAN2 bus signal, a charging CAN bus signal, a thermal management CAN bus signal, and a LIN bus signal to the first control component through a communication line.

3. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 2, characterized in that: The test assembly further includes a HIL host computer; the HIL host computer is electrically connected to the HIL cabinet via Ethernet; The HIL model is built in the HIL host computer.

4. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 2, characterized in that: The second control component includes a high-voltage power distribution unit, a front motor controller, a rear motor controller, a steering oil pump controller, and a brake air pump controller; The high-voltage power distribution unit is electrically connected to the first power source through the power battery power supply high-voltage line; the high-voltage power distribution unit is electrically connected to the front motor controller, the rear motor controller, the steering oil pump controller, and the brake air pump controller; The front motor controller is electrically connected to the electric drive axle assembly via the front motor three-phase line; The rear motor controller is electrically connected to the electric drive axle assembly via the rear motor three-phase line; The steering oil pump controller is electrically connected to the electric oil pump via the three-phase line of the oil pump motor; The brake air pump controller is electrically connected to the electric air pump via the air pump motor three-phase line; The second control component is used to receive the hard-line wake-up signal of the first control component, the PCAN control signal of the first control component, and the motor resolver signal of the electric drive axle assembly; The second control component is used to send a PCAN status signal to the first control component.

5. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 4, characterized in that: The second control component also includes a DC converter, a high-voltage air-conditioning power supply circuit, and a PTC power supply circuit; The loads also include DC loads, electric air conditioners, and cab PTCs; The DC converter is electrically connected to the DC load via a low-voltage load power supply line; The high-voltage air-conditioning power supply circuit is electrically connected to the electric air-conditioning via an air-conditioning power supply line; The PTC power supply circuit is electrically connected to the cab PTC via a PTC power supply line.

6. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 5, characterized in that: It also includes a shift motor, a shift position sensor, a motor oil pump, a transmission oil pump, a vehicle speed sensor, and a transmission oil temperature sensor; The shift motor, the shift position sensor, the motor oil pump, the transmission oil pump, the vehicle speed sensor, and the transmission oil temperature sensor are installed on the electric drive axle assembly; The shift motor, the shift position sensor, the transmission oil pump, the vehicle speed sensor, and the transmission oil temperature sensor are all electrically connected to the first control component via signal lines; The second power supply is used to supply power to the motor oil pump and the gearbox oil pump; The motor oil pump is electrically connected to the first control component; The first control component is used to receive the signal of the shift position sensor, the signal of the vehicle speed sensor, the bus signal of the motor oil pump, the bus signal of the transmission oil temperature sensor, and the bus signal of the transmission oil pump; The first control component is used to send the hard-line control signal of the shift motor, the CAN control signal of the motor oil pump, and the CAN control signal of the transmission oil pump to the electric drive axle assembly.

7. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 3, characterized in that: The HIL model includes a driver model, a thermal management model, a power battery model, a BMS slave control model, a charging pile model, an EHPS model, an ESC model, and a vehicle dynamics model; The first control component is used to receive an operation signal output by the driver model.

8. The commercial vehicle power domain controller and all-in-one controller testing device according to claim 6, characterized in that: It also includes a HIL fault injection unit; the communication line includes a LIN communication line, and the first control component is electrically connected to the HIL cabinet via the LIN communication line; The HIL fault injection unit is connected to the LIN communication line; And / or, the commercial vehicle power domain controller and all-in-one controller testing device further includes a HIL fault injection unit, the first control component and the second control component are electrically connected via a PCAN communication line; the HIL fault injection unit is electrically connected to the PCAN communication line; And / or, the commercial vehicle power domain controller and all-in-one controller testing device further includes a HIL fault injection unit, and the HIL fault injection unit is electrically connected to the signal line.

9. The commercial vehicle power domain controller and all-in-one controller testing device according to any one of claims 1 to 3, characterized in that: The first power supply includes a bleeder resistor, is used to provide high voltage electricity to the second control component, and is used to absorb feedback energy of the second control component.

10. The commercial vehicle power domain controller and all-in-one controller testing device according to any one of claims 1 to 3, characterized in that: The first power supply includes a high-power high-voltage DC power supply or a bidirectional regulated power supply or a battery simulator; And / or, the electric oil pump includes no-load, or the electric oil pump is connected to the steering hydraulic circuit to load; And / or, the electric air pump includes no-load, or the electric air pump is connected to the brake air pressure circuit to load; And / or, the electric drive axle assembly includes no-load, motor loading or hydraulic cylinder loading.

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