HIL bench test method and system for VCU thermal management function

Abstract

The present invention discloses a HIL bench test method and system for a VCU thermal management function, the method comprising the following steps: building a simulated test environment for the VCU thermal management function; dividing the test conditions and the thermal management mode under each test condition; obtaining different test strategies according to the thermal management mode under each test condition; obtaining a test control method for the simulated test environment, and in the simulated test environment, controlling the BMS temperature, motor temperature, DC / DC temperature or AC air outlet temperature according to the test control method to execute the corresponding test strategy, and obtaining the test result of the VCU thermal management function. The present invention verifies the correctness of the VCU thermal management function by constructing a simulated test environment for the VCU management function, and ensures that the thermal management function control logic is correct before conducting a power bench or vehicle thermal management test and calibration, thereby effectively improving the verification efficiency of the thermal management system.

Description

Technical Field

[0001] The present invention relates to the technical field of VCU thermal management function testing, and in particular to a HIL bench testing method and system for VCU thermal management function. Background Art

[0002] The testing of the thermal management system of pure electric vehicles involves many modules and complex operating conditions. Usually, it can only be verified on a power test bench or after the vehicle is installed. It is difficult to verify certain extreme environments or fault conditions. In addition, if problems arise during the verification process, it is necessary to restore the environment when the fault occurred to reproduce the fault. This places high demands on experimental resources and is very time-consuming.

[0003] Therefore, it is urgent to establish a HIL test environment for the VCU thermal management function. First, the HIL test bench should be used to simulate the thermal management environment of the whole vehicle to verify the correctness of the VCU thermal management function control logic. After ensuring that the thermal management function control logic is correct, the thermal management test and calibration of the power bench or the whole vehicle should be carried out. Prioritize eliminating the problems with the VCU thermal management software control logic to effectively improve the verification efficiency of the thermal management system.

[0004] In this article, the English abbreviations are explained as follows:

[0005] HIL: Hardware In the Loop

[0006] CAN:Controller Area Network

[0007] LIN: Local Interconnect Network

[0008] BMS: Battery Management System

[0009] MCU: Motor Control Unit

[0010] DC / DC: Direct Current / Direct Current DC Transformer

[0011] AC:Air Conditioner

[0012] PTC: Positive Temperature Coefficient electric heater. Summary of the invention

[0013] The purpose of the present invention is to overcome the deficiencies of the above-mentioned background technology and to provide a HIL bench test method and system for VCU thermal management function.

[0014] In a first aspect, the present invention provides a HIL bench test method for a VCU thermal management function, comprising the following steps:

[0015] Step S1, building a simulation test environment for VCU thermal management function;

[0016] Step S2, dividing the test conditions and the thermal management mode under each test condition;

[0017] Step S3, obtaining different test strategies according to the thermal management mode under each test condition;

[0018] Step S4, obtaining a test control method for a simulated test environment. In the simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy, and the test result of the VCU thermal management function is obtained.

[0019] According to the first aspect, in a first possible implementation manner of the first aspect, step S1 specifically includes the following steps:

[0020] Step S10: Establish a simulation test environment for the thermal management function of the VCU by connecting the VCU to be tested and the HIL test bench, and connecting the HIL host computer and the HIL test bench signal interface.

[0021] According to the first aspect, in a second possible implementation of the first aspect, in step S2, the test conditions include extreme high temperature charging, extreme high temperature driving, extreme low temperature charging, extreme low temperature driving, normal high temperature charging, normal high temperature driving, normal low temperature charging, and normal low temperature driving;

[0022] The thermal management modes under the test conditions include battery cooling, motor cooling, passenger compartment cooling, hybrid cooling, battery heating, passenger compartment heating, hybrid heating, and motor cooling and passenger compartment heating modes.

[0023] According to the first possible implementation manner of the first aspect, in a third possible implementation manner of the first aspect, step S4 specifically includes the following steps:

[0024] Step S41, obtaining the motor water temperature and DCDC water temperature conditions, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS;

[0025] Step S42, obtaining different test control methods of the simulated test environment according to the obtained motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS;

[0026] Step S43: In a simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

[0027] According to the third possible implementation manner of the first aspect, in a fourth possible implementation manner of the first aspect, step S42 specifically includes the following steps:

[0028] Step S421: when the motor water temperature and the DCDC water temperature both exceed the cooling start threshold, obtain the motor cooling circuit conduction condition;

[0029] Step S4212: when the motor cooling circuit is turned on, obtaining the BMS heating request sending working condition and the AC heating request sending working condition;

[0030] Step S4213: when the BMS issues a heating request or the AC issues a heating request, obtaining the conduction condition of the BMS heating circuit or the heating circuit;

[0031] Step S4214: When the BMS heating circuit or the heating circuit is turned on, the BMS temperature or the AC outlet temperature is controlled to gradually increase according to the heat exchange efficiency between the motor circuit and the battery heating circuit or the heating circuit, the heater water pump duty cycle, and the battery heating circuit or the heating circuit equivalent throttle valve opening information.

[0032] According to a fourth possible implementation manner of the first aspect, in a fifth possible implementation manner of the first aspect, after step S421, the following steps are further included:

[0033] S4210, controlling the motor water temperature and the DCDC water temperature to gradually decrease according to the motor water pump duty cycle, the fan duty cycle and the motor circuit equivalent throttle valve opening information.

[0034] According to the third possible implementation manner of the first aspect, in a sixth possible implementation manner of the first aspect, step S42 specifically further includes the following steps:

[0035] Step S422: when the AC sends a thermal management request signal, obtain specific signal information of the thermal management request signal sent by the AC;

[0036] Step S4221: when the AC issues a cooling request or a heating request, obtain the conduction condition of the cooling or heating circuit;

[0037] Step S4222: When the refrigeration circuit is turned on or the heating circuit is turned on, the AC air outlet is controlled to gradually decrease or increase according to the compressor power, the fan or heater water pump duty cycle and the throttle valve opening information of the refrigeration or heating circuit.

[0038] According to the third possible implementation manner of the first aspect, in a seventh possible implementation manner of the first aspect, step S42 specifically further includes the following steps:

[0039] Step S423, obtaining the sending condition of the BMS request signal;

[0040] Step 4231: When the BMS issues a cooling request or a heating request, the conduction condition of the BMS cooling circuit or the heating circuit is obtained;

[0041] Step 4232: When the BMS cooling circuit or heating circuit is turned on, the BMS temperature is controlled to gradually decrease according to the battery water pump duty cycle, the fan duty cycle and the equivalent throttle valve opening information of the battery cooling circuit, or the BMS temperature is controlled to gradually increase according to the PTC power, the battery water pump duty cycle and the equivalent throttle valve opening information of the BMS heating circuit.

[0042] In a second aspect, the present invention provides a HIL bench test system for a VCU thermal management function, comprising:

[0043] Build a module to build a simulation test environment for VCU thermal management functions;

[0044] A division module is used to divide the test conditions and the thermal management mode under each test condition;

[0045] A test strategy acquisition module, which is in communication with the division module and is used to acquire different test strategies according to the thermal management mode under each test condition;

[0046] A test result acquisition module is communicatively connected to the test strategy specifying module, and is used to obtain a test control method for a simulated test environment. In the simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy, and obtain a test result of the VCU thermal management function.

[0047] According to the second aspect, in a first possible implementation manner of the second aspect, the test result acquisition module includes:

[0048] Basic information condition acquisition unit, used to obtain the motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS;

[0049] A test control method acquisition unit, which is in communication with the basic information condition acquisition unit and is used to acquire different test control methods for a simulated test environment according to the acquired motor water temperature and DCDC water temperature condition, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS;

[0050] The test structure acquisition unit is communicatively connected to the test control method acquisition unit, and is used to control the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature according to the test control method in a simulated test environment to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

[0051] Compared with the prior art, the advantages of the present invention are as follows:

[0052] The HIL bench test method for the VCU thermal management function provided by the present invention verifies the correctness of the VCU thermal management function by constructing a simulated test environment for the VCU management function, and then performs power bench or vehicle thermal management testing and calibration after ensuring that the thermal management function control logic is correct, thereby effectively improving the verification efficiency of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 is a method flow chart of a HIL bench test method for a VCU thermal management function according to an embodiment of the present invention;

[0054] Figure 2 is a schematic diagram of HIL test connection according to an embodiment of the present invention;

[0055] Figure 3 is a schematic diagram of an equivalent throttle valve according to an embodiment of the present invention;

[0056] Figure 4 is a schematic diagram of a battery cooling mode according to an embodiment of the present invention;

[0057] Figure 5 is a schematic diagram of a hybrid cooling mode according to an embodiment of the present invention;

[0058] Figure 6 is a schematic diagram of a motor cooling and a passenger compartment cooling mode of an embodiment of the present invention;

[0059] Figure 7 is a schematic diagram of a battery heating mode according to an embodiment of the present invention;

[0060] Figure 8 is a schematic diagram of a hybrid heating mode according to an embodiment of the present invention;

[0061] Fig. 9 is a schematic diagram of a passenger compartment heating mode according to an embodiment of the present invention;

[0062] Fig.10Schematic diagram of a motor cooling and passenger compartment heating mode according to an embodiment of the present invention;

[0063] Fig.11 is a schematic diagram of a motor cooling and battery heating mode according to an embodiment of the present invention;

[0064] Fig.12 It is a functional module flow chart of the HIL bench test system of the VCU thermal management function according to an embodiment of the present invention. DETAILED DESCRIPTION

[0065] Reference will now be made in detail to specific embodiments of the present invention, examples of which are illustrated in the accompanying drawings. Although the present invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the present invention to the embodiments described. On the contrary, it is intended to cover changes, modifications and equivalents included in the spirit and scope of the present invention as defined by the appended claims. It should be noted that the method steps described herein can all be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of the two.

[0066] In order to enable those skilled in the art to better understand the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0067] Note: The example to be introduced below is only a specific example, and is not intended to limit the embodiments of the present invention to the following specific steps, values, conditions, data, sequences, etc. Those skilled in the art can apply the concept of the present invention to construct more embodiments not mentioned in this specification by reading this specification.

[0068] The thermal management system of pure electric vehicles includes VCU. The test of the thermal management system involves many modules and the test conditions are relatively complex. Usually, it can only be carried out on a power test bench or after the vehicle is installed. It is even more difficult to verify certain extreme environments or fault conditions. In addition, if problems arise during the verification process, the fault must be reproduced and the test environment must be restored to the time when the fault occurred. This places high demands on experimental resources and is very time-consuming.

[0069] In view of this, the present application realizes the experimental verification of the VCU thermal management function by constructing a simulation test environment of the VCU thermal management function. There is no need to verify on a power test bench or after the whole vehicle is installed. It is easy to simulate extreme environments and fault conditions. When the fault recurs, there is no need to manually restore to the environment when the fault occurred. The experimental resources required are not high and the verification efficiency is high.

[0070] See also Figure 1 As shown, an embodiment of the present invention provides a HIL bench test method and system for a VCU thermal management function, comprising the following steps:

[0071] Step S1, building a simulation test environment for VCU thermal management function;

[0072] Step S2, dividing the test conditions and the thermal management mode under each test condition;

[0073] Step S3, obtaining different test strategies corresponding to each thermal management mode according to the thermal management mode under each test condition;

[0074] Step S4, obtaining a test control method for a simulated test environment. In the simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy, and the test result of the VCU thermal management function is obtained.

[0075] The HIL bench test method for the VCU thermal management function provided by the present invention verifies the correctness of the VCU thermal management function by constructing a simulated test environment for the VCU management function, and then performs power bench or vehicle thermal management testing and calibration after ensuring that the thermal management function control logic is correct, thereby effectively improving the verification efficiency of the thermal management system.

[0076] In one embodiment, if Figure 2 As shown, the step S1 specifically includes the following steps:

[0077] Step S10: By connecting the VCU to be tested and the HIL test bench and using the test software in the HIL host computer, a simulation test environment for the VCU thermal management function is built and the required input and output signal interfaces are configured.

[0078] In a more specific embodiment, the VCU and the HIL bench are connected through a harness converter, the HIL bench is connected to the USB interface of the host computer through a calibration tool and a CAN tool, and the HIL bench is connected to the HIL test panel.

[0079] In a more specific embodiment, the step S10 specifically includes the following steps:

[0080] Simulate the signal output of the water temperature sensors of each module of the motor circuit, battery circuit, refrigeration circuit and heating circuit;

[0081] Control and collect input signals of solenoid valves, two / three / four-way valves, electronic expansion valves, fans and water pumps in each circuit;

[0082] Simulate CAN / LIN nodes of thermal management related modules such as BMS, MCU, DC / DC, AC, compressor, PTC, etc.

[0083] After configuring each sensor, actuator, and CAN / LIN node, formulate the corresponding test environment and test strategy according to the actual thermal management mode.

[0084] In one embodiment, in step S2, the test conditions include extreme high temperature charging, extreme high temperature driving, extreme low temperature charging, extreme low temperature driving, normal high temperature charging, normal high temperature driving, normal low temperature charging and normal low temperature driving as shown in Table 1;

[0085] Table 1

[0086] Set ambient temperature Charging Mode Driving mode Extreme high temperature (40℃) Condition 1 Condition 2 Extreme low temperature (-30℃) Condition 3 Condition 4 Ordinary high temperature (20-35℃) Condition 5 Condition 6 Ordinary low temperature (-10-5℃) Condition 7 Condition 8

[0087] In a more specific embodiment, according to different actual conditions, different test conditions will have different thermal management modes. Each test condition is divided into two categories of thermal management modes: single thermal management requirements for battery, motor, and passenger compartment, and mixed thermal management requirements for multiple modules. Under different major categories of thermal management modes, the corresponding VCU controls the on-off of the thermal management circuit and the solenoid valve, two / three / four-way valve, and electronic expansion valve of the flow. The VCU controls different thermal management circuits according to different thermal management modes. The on-off state of the different thermal management circuits is distinguished by the different working states. According to the more common situations in actual driving, it is further divided into 8 different subcategories of thermal management modes as shown in Table 2. That is, different test conditions are divided into single thermal management requirements and mixed thermal management requirements according to the singleness of the requirements, and divided into 8 subcategories of thermal management modes as shown in Table 2 according to the on-off state of the thermal management circuit, that is, the thermal management modes under each test condition include battery cooling, motor cooling, passenger compartment cooling, mixed cooling, battery heating, passenger compartment heating, mixed heating, and motor cooling and passenger compartment heating at the same time.

[0088] Table 2

[0089]

[0090] In one embodiment, step S3 is specifically implemented as follows:

[0091] For the convenience of description, in the following introduction of different working conditions, each control valve that controls the on / off of the thermal management circuit and the flow rate under the current test conditions is equivalent to a throttle valve. Figure 3 As shown, the equivalent throttle valve opening is equal to the product of the openings of all control valves in the current loop. When any control valve in the loop is closed, the equivalent throttle valve opening is regarded as 0.

[0092] On this basis, the following specific test scenarios are set through the HIL test software:

[0093] Test condition 1: Simulating the cooling condition of battery charging in extreme high temperature charging mode

[0094] like Figure 4As shown in the figure, in the extreme high temperature battery charging mode, the thermal management mode should be the battery cooling mode, and the VCU adjusts the water flow of the battery circuit and the fan operation status according to the battery temperature. The input and output signals involved mainly include: ambient temperature signal, BMS charging signal, BMS temperature T1, BMS thermal management request, BMS target temperature T2, battery water pump working PWM control signal p1, fan working PWM control signal p2, equivalent throttle valve target opening signal p3.

[0095] Under this condition, the HIL test software is used to simulate the BMS temperature and adjust it according to the fan duty cycle, equivalent throttle valve opening and water pump duty cycle. It is simply set to 3 levels, and the opening p is calculated as p=p1×p2×p3. If p is greater than 80%, it is level 1, p is between 40% and 80% for level 2, and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 represent that the battery temperature T1 drops by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature of T1 remains unchanged.

[0096] Test strategy 1 is designed to set the ambient temperature to 40°C, the BMS state to charging state, the BMS temperature to a1°C, the BMS target temperature to a1-10°C, the BMS requests to enter the cooling mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature reaches the set target temperature a1±1°C.

[0097] In addition, other situations may also be added to the battery charging mode under extreme high temperature, including the passenger compartment requesting cooling and the MCU requesting cooling. In this case, not only the battery circuit has cooling requirements, but also the motor circuit and the refrigerant circuit have cooling requirements. The VCU comprehensively processes the signals of the BMS, MCU, DC / DC, AC and compressor, and controls the entry into the hybrid cooling mode, such as Figure 5 shown.

[0098] The input and output signals involved in the hybrid cooling mode under battery charging conditions mainly include: ambient temperature signal, BMS charging signal, BMS temperature T1, BMS thermal management request, BMS target temperature T2, motor temperature T3, DC / DC temperature T4, AC cooling request, AC target temperature T5, AC air outlet temperature T6, battery water pump working PWM control signal p1, motor water pump working PWM control signal p2, fan working PWM control signal p3, three equivalent throttle valve target openings p4, p5, p6 for the battery circuit, motor circuit and refrigeration circuit, and compressor power percentage p7.

[0099] Under this condition, the BMS temperature T1, motor temperature T3, DC / DC temperature T4 and AC outlet temperature T6 are simulated by HIL test software and adjusted according to the fan duty cycle p3, the equivalent throttle valve opening p4, p5, p6 of the corresponding circuit, the water pump duty cycle p1, p2 and the compressor power p7. The corresponding design strategy is as follows:

[0100] For the BMS temperature T1, when the battery cooling circuit is detected to be open, the opening degree p = p1 × p3 × p4 is calculated. If p is greater than 80%, it is level 1, p is between 40% and 80% for level 2, and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the BMS temperature T1 to drop by 1°C every 5s, 10s, and 15s respectively. When p = 0, the temperature of T1 remains unchanged.

[0101] For the motor temperature T3 and the DC / DC temperature T4, when it is detected that the motor cooling circuit is open, the opening degree p = p2 × p3 × p5 is calculated. If p is greater than 80%, it is level 1, p is between 40% and 80% for level 2, and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the motor temperature T3 and the DC / DC temperature T4 to drop by 1°C every 5s, 10s, and 15s respectively. When p = 0, the temperatures of T3 and T4 are kept unchanged.

[0102] For the AC outlet temperature T6, when it is detected that the refrigeration circuit is turned on, the opening degree p is calculated as p3×p6×p7. If p is greater than 80%, it is level 1; p is between 40% and 80% for level 2; and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the AC outlet temperature T6 to drop by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature T6 is kept unchanged.

[0103] Test strategy 2 design: set the ambient temperature to 40℃, BMS state to charging state, BMS temperature to a1℃, BMS target temperature to a1-10℃, BMS requests to enter cooling mode, motor temperature, DC / DC temperature are b1+10℃ and b2+10℃ respectively (b1 and b2 are the thresholds for starting cooling mode for motor and DC / DC respectively), AC target temperature is c1℃, AC air outlet temperature is c1+10℃, then VCU is powered on to start testing, detect whether the final BMS, AC air outlet temperature reaches the set target temperature a1±1℃ and c1±1℃, and whether the motor temperature and DC / DC temperature can finally drop below b1 and b2.

[0104] Test condition 2: simulates the vehicle cooling condition under extreme high temperature (ambient temperature 40°C);

[0105] When driving at extremely high temperatures, the battery circuit, motor circuit, and refrigerant circuit all need cooling. At this time, the hybrid cooling mode will be entered. The thermal management mode is as follows: Figure 5 shown.

[0106] Test strategy 3 design: set the ambient temperature to 40℃, the vehicle speed and motor speed greater than 0, the BMS temperature to a1℃, the BMS target temperature to a1-10℃, the BMS requests to enter the cooling mode, the motor temperature, the DC / DC temperature are b1+10℃ and b2+10℃ respectively (b1 and b2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively), the AC target temperature is c1℃, the AC air outlet temperature is c1+10℃, and then the VCU is powered on to start the test to detect whether the final BMS and AC air outlet temperatures reach the set target temperatures a1±1℃ and c1±1℃, and whether the motor temperature and DC / DC temperature can eventually drop below b1 and b2.

[0107] In addition, for driving conditions under extremely high temperatures, there is also a situation where the vehicle has stopped running without fully meeting the cooling requirements of the battery circuit and the motor circuit. In this case, the VCU should control the thermal management system to continue working for a period of time after the vehicle is powered off to ensure that the battery and the motor do not overheat.

[0108] Test strategy 4 is designed as follows: control the VCU to power on, set the ambient temperature to 40°C, the vehicle speed and motor speed to 0, the BMS temperature to a1°C, the BMS target temperature to a1-10°C, and the BMS requests to enter the cooling mode. The motor temperature and DC / DC temperature are b1+10°C and b2+10°C respectively (b1 and b2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively). Then control the VCU to power off and detect whether the VCU controls the motor, battery water pump, fan and other actuators to continue to be in a working state, and whether the final BMS temperature reaches the set target temperature a1±1°C and c1±1°C, and whether the motor temperature and DC / DC temperature can eventually drop below b1 and b2.

[0109] Test condition 3: Simulates the battery charging condition under normal high temperature (ambient temperature 20-35°C);

[0110] When charging at normal high temperatures, the thermal management mode is for the battery circuit to enter cooling mode, which is consistent with the battery cooling mode in Condition 1.

[0111] Test strategy 5 design: set the ambient temperature to 30℃, the BMS state to charging state, the BMS temperature to a1℃, the BMS target temperature to a1-10℃, the BMS requests to enter the cooling mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature reaches the set target temperature a1±1℃. If so, the VCU thermal management function is correct under this test strategy.

[0112] At the same time, in the charging condition under normal high temperature, there may also be a passenger compartment cooling mode, a motor cooling mode or a mixed cooling mode. The mixed cooling mode is consistent with the mixed cooling mode in condition 1 and can be used directly.

[0113] Test strategy 6 designed under this thermal management touch is designed as follows: set the ambient temperature to 30℃, the BMS state to charging state, the BMS temperature to a1℃, the BMS target temperature to a1-10℃, the BMS requests to enter the cooling mode, the motor temperature, the DC / DC temperature are b1+10℃ and b2+10℃ respectively (b1 and b2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively), the AC target temperature is c1℃, the AC air outlet temperature is c1+10℃, and then the VCU is powered on to start testing to detect whether the final BMS and AC air outlet temperatures reach the set target temperatures a1±1℃ and c1±1℃, and whether the motor temperature and DC / DC temperature can eventually drop below b1 and b2. If the final BMS and AC air outlet temperatures reach the set target temperatures a1±1℃ and c1±1℃, and the motor temperature and DC / DC temperature eventually drop below b1 and b2, the VCU thermal management function is correct under this test strategy.

[0114] For passenger compartment cooling mode and motor cooling mode, such as Figure 6 As shown, the input and output signals involved mainly include: BMS charging signal, motor temperature T1, DC / DC temperature T2, AC cooling request, AC target temperature T3, AC air outlet temperature T4, motor water pump working PWM control signal p1, fan working PWM control signal p2, three equivalent throttle valve target openings p3 and p4 of the motor circuit and the refrigeration circuit, and compressor power percentage p5.

[0115] Under this condition, the motor temperature T1, DC / DC temperature T2 and AC outlet temperature T4 are simulated by HIL test software and adjusted according to the motor water pump duty cycle p1, fan duty cycle p2, motor circuit equivalent throttle valve opening p3, refrigeration circuit equivalent throttle valve opening p4 and compressor power p5. The corresponding design strategy is as follows:

[0116] For the motor temperature T1 and the DC / DC temperature T2, when it is detected that the motor cooling circuit is open, the opening degree p = p1 × p2 × p3 is calculated. If p is greater than 80%, it is level 1, p is between 40% and 80% for level 2, and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the motor temperature T1 and the DC / DC temperature T2 to drop by 1°C every 5s, 10s, and 15s respectively. When p = 0, the temperatures of T1 and T2 are kept unchanged.

[0117] For the AC outlet temperature T4, when it is detected that the refrigeration circuit is turned on, the opening degree p is calculated as p2×p4×p5. If p is greater than 80%, it is level 1, p is between 40% and 80% for level 2, and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the AC outlet temperature T4 to drop by 1°C every 5s, 10s, and 15s respectively, and keep the temperature T4 unchanged when p=0.

[0118] Test strategy 7 design: Set the ambient temperature to 30℃, the BMS state to charging state, the motor temperature, and the DC / DC temperature to a1+10℃ and a2+10℃ respectively (a1 and a2 are the thresholds for the motor and DC / DC to start the cooling mode respectively), the AC target temperature to b1℃, and the AC outlet temperature to b1+10℃. Then, the VCU is powered on to start the test to detect whether the final AC outlet temperature reaches the set target temperature b1±1℃, and whether the motor temperature and DC / DC temperature can eventually drop below a1 and a2. The motor cooling and passenger compartment cooling modes can be verified separately or together, and the test method remains unchanged.

[0119] Test condition 4: driving under normal high temperature (ambient temperature 20-35°C);

[0120] Under normal high-temperature driving conditions, the thermal management mode is the motor cooling mode. There are also situations where motor cooling and passenger compartment cooling operate simultaneously, which is consistent with the motor cooling and passenger compartment cooling modes in Condition 3. The test conditions can be used directly.

[0121] Test strategy 8 design: Set the ambient temperature to 30℃, the vehicle speed and motor speed greater than 0, the motor temperature and DC / DC temperature are a1+10℃ and a2+10℃ respectively (a1 and a2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively), then power on the VCU to start testing to detect whether the final motor temperature and DC / DC temperature can eventually drop below a1 and a2.

[0122] Test strategy 9 design: Set the ambient temperature to 30℃, the vehicle speed and motor speed to be greater than 0, the motor temperature and DC / DC temperature to be a1+10℃ and a2+10℃ respectively (a1 and a2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively), the AC target temperature to be b1℃, the AC air outlet temperature to be b1+10℃, and then power on the VCU to start the test to detect whether the final AC air outlet temperature reaches the set target temperature b1±1℃, and whether the motor temperature and DC / DC temperature can eventually drop below a1 and a2.

[0123] Test condition 5: Simulates the battery charging condition under extreme low temperature (ambient temperature -30°C);

[0124] When the battery is fast charged at extremely low temperatures, the thermal management mode should be heating the battery circuit. The VCU adjusts the water flow rate of the battery circuit and the operating state of the PTC according to the battery temperature, such as Figure 7 shown.

[0125] The input and output signals involved in the extreme low-temperature battery charging and heating mode mainly include: ambient temperature signal, BMS charging signal, BMS temperature T1, BMS thermal management request, BMS target temperature T2, battery water pump working PWM control signal p1, PTC target power percentage p2, equivalent throttle valve target opening p3.

[0126] Under this condition, the HIL test software is used to simulate the BMS temperature and adjust it according to the water pump duty cycle p1, the PTC target power p2 and the equivalent throttle valve opening p3. The corresponding strategy is designed as follows: for the BMS temperature T1, when it is detected that the battery heating circuit is open, the opening p = p1 × p2 × p3 is calculated. If p is greater than 80%, it is gear 1, p is between 40% and 80% for gear 2, and p is between 0% and 40% for gear 3. Gears 1 / 2 / 3 control the BMS temperature T1 to rise by 1°C every 5s, 10s, and 15s respectively, and keep the temperature of T1 unchanged when p = 0.

[0127] Test strategy 10 design: Set the ambient temperature to -30℃, the BMS state to charging state, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the BMS requests to enter the heating mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature reaches the set target temperature a1±1℃.

[0128] In addition, when the battery is fast charged at extremely low temperatures, the passenger compartment may request heating, and the hybrid heating mode will be entered, such as Figure 8 shown.

[0129] The input and output signals involved in the hybrid heating thermal management mode mainly include: BMS charging signal, BMS temperature T1, BMS thermal management request, BMS target temperature T2, AC target temperature T3, AC air outlet temperature T4, battery water pump working PWM control signal p1, heater water pump working PWM control signal p2, PTC target power percentage p3, battery circuit equivalent throttle valve target opening p4, heating circuit equivalent throttle valve target opening p5.

[0130] Under this condition, the BMS temperature T1 and AC outlet temperature T4 are simulated by the HIL test software and adjusted according to the battery water pump duty cycle p1, the heater water pump duty cycle p2, the PTC target power p3, the battery circuit equivalent throttle valve target opening p4 and the heating circuit equivalent throttle valve target opening p5. The corresponding design strategy is as follows:

[0131] For the BMS temperature T1, when it is detected that the battery heating circuit is turned on, the opening degree p is calculated as p1×p3×p4. If p is greater than 80%, it is level 1; p is between 40% and 80% for level 2; and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the BMS temperature T1 to rise by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature T1 is kept unchanged.

[0132] For the AC outlet temperature T4, when it is detected that the heating circuit is open, the opening degree p is calculated as p1×p3×p4. If p is greater than 80%, it is level 1; p is between 40% and 80% for level 2; and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the AC outlet temperature T4 to rise by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature T1 is kept unchanged.

[0133] Test strategy 11 design: Set the ambient temperature to -30℃, the BMS state to charging state, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the AC outlet temperature to b1-10℃, the AC target temperature to b1℃, both BMS and AC request to enter the heating mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature and AC outlet temperature reach the set target temperature a1±1℃ and b1±1℃.

[0134] Test condition 6: simulates driving conditions at extremely low temperatures (ambient temperature -30°C);

[0135] When driving at extremely low temperatures, the thermal management mode should be the hybrid heating mode. Both the passenger compartment and the battery have heating requirements, which is consistent with the hybrid heating mode in condition 5. The test condition can be used directly. In addition, after the battery temperature reaches the target, the BMS no longer needs a heating request, and then it will enter the passenger compartment heating condition, such as Fig. 9 shown.

[0136] The input and output signals involved in the passenger compartment heating thermal management mode mainly include: ambient temperature signal, vehicle speed signal, BMS charging signal, AC target temperature T1, AC thermal management request, AC air outlet temperature T2, heater water pump working PWM control signal p1, PTC target power percentage p2, equivalent throttle valve target opening p3.

[0137] Under this condition, the AC outlet temperature T2 is simulated by the HIL test software and adjusted according to the heater pump duty cycle p1, PTC target power p2 and equivalent throttle valve opening p3. The corresponding strategy is designed as follows: for the AC outlet temperature T2, when it is detected that the heating circuit is open, the case where p1, p2 and p3 are all greater than 50% opening is set to gear 1, the case where p1, p2 and p3 are all less than 50% opening is set to gear 3, and the others are set to gear 2. Gears 1 / 2 / 3 control the AC outlet temperature T2 to rise by 1°C every 5s, 10s and 15s respectively, and keep the T2 temperature unchanged when any one of p1, p2 and p3 is 0.

[0138] Test strategy 12 design: Set the ambient temperature to -30℃, the vehicle speed and motor speed are both greater than 0, the AC outlet temperature is a1-10℃, the AC target temperature is a1℃, the AC requests to enter the passenger compartment heating mode, and then the VCU is powered on to start testing to detect whether the final AC outlet temperature reaches the set target temperature a1±1℃.

[0139] Test condition 7: Simulates charging conditions at normal low temperatures (ambient temperature -10-5°C);

[0140] When charging at normal low temperatures, the thermal management mode is battery heating mode or hybrid heating mode, which is consistent with the thermal management mode introduced in Condition 5, and the test condition can be used directly.

[0141] Test strategy 13 design: Set the ambient temperature to 0℃, the BMS state to charging state, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the BMS requests to enter the heating mode, and then the VCU is powered on to start testing to detect whether the final BMS temperature reaches the set target temperature a1±1℃ and b1±1℃.

[0142] Test strategy 14 design: Set the ambient temperature to 0℃, the BMS state to charging state, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the AC outlet temperature to b1-10℃, the AC target temperature to b1℃, both BMS and AC request to enter the heating mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature and AC outlet temperature reach the set target temperature a1±1℃ and b1±1℃.

[0143] Test condition 8: simulates the driving condition under normal low temperature (ambient temperature -10-5℃);

[0144] Under normal low-temperature driving conditions, the thermal management mode is the passenger compartment heating mode or the mixed heating mode, which is consistent with the thermal management mode introduced in Conditions 5 and 6, and the test conditions can be used directly.

[0145] Test strategy 15 design: Set the ambient temperature to 0℃, the vehicle speed and motor speed are both greater than 0, the BMS temperature is a1-10℃, the BMS target temperature is a1℃, the BMS requests to enter the heating mode, and then the VCU is powered on to start testing to detect whether the final BMS temperature reaches the set target temperature a1±1℃ and b1±1℃.

[0146] Test strategy 16 design: Set the ambient temperature to 0℃, the vehicle speed and motor speed are both greater than 0, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the AC outlet temperature to b1-10℃, the AC target temperature to b1℃, both BMS and AC request to enter the heating mode, and then the VCU is powered on to start the test to detect whether the final BMS temperature and AC outlet temperature reach the set target temperature a1±1℃ and b1±1℃.

[0147] In addition, in normal low-temperature driving conditions, if the driving time is long, the motor will continue to store heat and the temperature will exceed the threshold and enter the motor cooling mode. At this time, the passenger compartment still has a heating request, and it will enter the motor cooling and passenger compartment heating mode. In this thermal management mode, the heat of the motor circuit can be directly used to heat the passenger compartment, such as Fig.10 shown.

[0148] The input and output signals involved in the motor cooling and passenger compartment heating modes mainly include: ambient temperature signal, vehicle speed signal, BMS charging signal, AC target temperature T1, AC thermal management request, AC air outlet temperature T2, motor water temperature T3, DC / DC water temperature T4, heater water pump working PWM control signal p1, motor water pump working PWM control signal p2, motor circuit equivalent throttle valve target opening p3 and heating circuit equivalent throttle valve target opening p4, cooling fan PWM control signal p5.

[0149] Under this condition, the AC outlet temperature T2 is simulated by the HIL test software and adjusted according to the heater pump duty cycle p1, the equivalent throttle valve opening p4 of the heating circuit, and the heat exchange efficiency p6 between the motor circuit and the heating circuit. The motor water temperature T3 and the DC / DC water temperature T4 are simulated and adjusted according to the motor water pump duty cycle p2, the equivalent throttle valve opening p3 of the motor circuit, and the fan duty cycle p5. The calculation method of the heat exchange efficiency between the motor circuit and the heating circuit is: p6 = p2 × p3 × (T4-T2) / T2. Here, it is assumed that the DC / DC module in the motor cooling circuit is at the rear end of the motor module, so the water temperature of the DC / DC is the inlet water temperature of the heat exchanger. If the motor module is at the rear end of the cooling circuit, the motor water temperature is used as the inlet water temperature of the heat exchanger, and T4 in the calculation formula is replaced by T3.

[0150] The corresponding design strategies are as follows:

[0151] For the AC outlet temperature T2, when it is detected that the heating circuit is open, the opening degree p is calculated as p1×p4×p6. If p is greater than 80%, it is level 1; p is between 40% and 80% for level 2; and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the AC outlet temperature T2 to rise by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature T2 is kept unchanged.

[0152] For the motor water temperature T3 and DC / DC water temperature T4, when it is detected that the motor cooling circuit is open, the opening degree p is calculated as p2×p3×p5. If p is greater than 80%, it is gear 1; p is between 40% and 80% for gear 2; p is between 0% and 40% for gear 3. Gears 1 / 2 / 3 control the motor water temperature T3 and DC / DC water temperature T4 to drop by 1°C every 5s, 10s, and 15s respectively, and keep the temperature of T2 unchanged when p=0.

[0153] Test strategy 17 design: set the ambient temperature to 0℃, the vehicle speed and motor speed are both greater than 0, the AC outlet temperature is a1-10℃, the AC target temperature is a1℃, the AC requests to enter the passenger compartment heating mode, the motor water temperature T3 and the DC / DC water temperature T4 are b1+10℃ and b2+10℃ respectively (b1 and b2 are the thresholds for the motor and DC / DC to start the cooling mode respectively), then the VCU is powered on to start the test to detect whether the final AC outlet temperature reaches the set target temperature a1±1℃, and whether the motor water temperature T3 and the DC / DC water temperature T4 will drop below b1 and b2.

[0154] Similarly, in normal low-temperature driving conditions, the motor continuously stores heat, and when the temperature exceeds the threshold, it enters the motor cooling mode. At this time, if the battery circuit has a heating request, it will enter the motor cooling and battery heating mode. In this mode, the heat of the motor circuit can also be directly used to heat the battery circuit. Fig.11 shown.

[0155] The input and output signals involved in the motor cooling and battery heating mode mainly include: ambient temperature signal, vehicle speed signal, BMS charging signal, BMS temperature T1, BMS thermal management request, BMS target temperature T2, motor water temperature T3, DC / DC water temperature T4, battery water pump working PWM control signal p1, motor water pump working PWM control signal p2, motor circuit equivalent throttle valve target opening p3 and battery circuit equivalent throttle valve target opening p4, cooling fan PWM control signal p5.

[0156] Under this condition, the BMS temperature T1 is simulated by the HIL test software and adjusted according to the battery water pump duty cycle p1, the battery circuit equivalent throttle valve opening p4, and the heat exchange efficiency p6 between the motor circuit and the heating circuit. The motor water temperature T3 and the DC / DC water temperature T4 are simulated and adjusted according to the motor water pump duty cycle p2, the motor circuit equivalent throttle valve opening p3, and the fan duty cycle p5. The calculation method of the heat exchange efficiency between the motor circuit and the heating circuit is: p6 = p2 × p3 × (T4-T2) / T2. Here, it is assumed that the DC / DC module in the motor cooling circuit is at the rear end of the motor module, so the water temperature of the DC / DC is the inlet water temperature of the heat exchanger. If the motor module is at the rear end of the cooling circuit, the motor water temperature is used as the inlet water temperature of the heat exchanger, and T4 in the calculation formula is replaced by T3.

[0157] The corresponding design strategies are as follows:

[0158] For the BMS temperature T1, when it is detected that the heating circuit is open, the opening degree p is calculated as p1×p4×p6. If p is greater than 80%, it is level 1; p is between 40% and 80% for level 2; and p is between 0% and 40% for level 3. Levels 1 / 2 / 3 control the AC outlet temperature T2 to rise by 1°C every 5s, 10s, and 15s respectively. When p=0, the temperature T2 is kept unchanged.

[0159] For the motor water temperature T3 and DC / DC water temperature T4, when it is detected that the motor cooling circuit is open, the opening degree p is calculated as p2×p3×p5. If p is greater than 80%, it is gear 1; p is between 40% and 80% for gear 2; p is between 0% and 40% for gear 3. Gears 1 / 2 / 3 control the motor water temperature T3 and DC / DC water temperature T4 to drop by 1°C every 5s, 10s, and 15s respectively, and keep the temperature of T2 unchanged when p=0.

[0160] Test strategy 18 design: Set the ambient temperature to 0℃, the vehicle speed and motor speed are both greater than 0, the BMS temperature to a1-10℃, the BMS target temperature to a1℃, the BMS requests to enter the battery heating mode, the motor water temperature T3 and the DC / DC water temperature T4 are b1+10℃ and b2+10℃ respectively (b1 and b2 are the thresholds for starting the cooling mode for the motor and DC / DC respectively), then the VCU is powered on to start the test to detect whether the final BMS temperature reaches the set target temperature a1±1℃, and whether the motor water temperature T3 and the DC / DC water temperature T4 will drop below b1 and b2.

[0161] In one embodiment, the basic test strategy is designed as the 18 scenarios described above. In order to realize the test condition simulation, it is necessary to write an automatic test script through the HIL test software to realize the control of the BMS temperature, motor temperature, DC / DC temperature and AC outlet temperature under the various conditions described above. The control logic implemented by the script is the test control method, step S4, which specifically includes the following steps:

[0162] Step S41, obtaining the motor water temperature and DCDC water temperature conditions, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS;

[0163] Step S42, obtaining different test control methods of the simulated test environment according to the obtained motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS;

[0164] Step S43: In a simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

[0165] In a more specific embodiment, the step S42 specifically includes the following steps:

[0166] Step S421: When the motor water temperature and the DCDC water temperature both exceed the cooling start threshold, the motor cooling circuit conduction condition is obtained by identifying the control signals of each control valve of the VCU;

[0167] Step S4212: when the motor cooling circuit is turned on, obtaining the BMS heating request sending working condition and the AC heating request sending working condition;

[0168] Step S4213: when the BMS issues a heating request, obtain the conduction condition of the BMS heating circuit;

[0169] When the AC sends a heating request, the control signals of each AC control valve are identified to obtain the conduction condition of the heating circuit;

[0170] Step S4214: When the BMS heating circuit is turned on, the BMS temperature or the AC outlet temperature is controlled to gradually increase according to the heat exchange efficiency between the motor circuit and the battery heating circuit, the duty cycle of the heater water pump, and the battery heating circuit or the heating circuit equivalent throttle valve opening information;

[0171] When the heating circuit is turned on, the AC outlet temperature is controlled to gradually increase according to the heat exchange efficiency between the motor circuit and the heating circuit, the duty cycle of the heater water pump, and the throttle valve opening information of the heating circuit.

[0172] In one embodiment, after step S421, the following steps are further included:

[0173] S4210: When the motor cooling circuit is turned on, the motor water temperature and the DCDC water temperature are controlled to gradually decrease according to the motor water pump duty cycle, the fan duty cycle and the motor circuit equivalent throttle valve opening information.

[0174] In one embodiment, the step S42 further includes the following steps:

[0175] Step S422: when the AC sends a thermal management request signal, obtain specific signal information of the thermal management request signal sent by the AC;

[0176] Step S4221: When the AC sends a cooling request, identify the control signal of each control valve of the VCU to obtain the conduction condition of the refrigeration circuit.

[0177] When the AC sends a heating request, the control signal of each control valve of the VCU is identified to obtain the conduction condition of the heating circuit;

[0178] Step S4222: When the refrigeration circuit is turned on, the AC air outlet is controlled to gradually decrease according to the compressor power, fan duty cycle and the refrigeration circuit equivalent throttle valve opening information.

[0179] When the heating circuit is turned on, the AC air outlet is controlled to gradually increase according to the PTC power, the heater pump duty cycle and the equivalent throttle valve opening information of the heating circuit.

[0180] In one embodiment, the step S42 further includes the following steps:

[0181] Step S423, obtaining the sending condition of the BMS request signal;

[0182] Step 4231: When the BMS issues a cooling request, obtain the conduction condition of the BMS refrigeration circuit;

[0183] When the BMS issues a heating request, the conduction condition of the BMS heating circuit is obtained;

[0184] Step 4232: When the BMS cooling circuit or heating circuit is turned on, the BMS temperature is controlled to gradually decrease according to the battery water pump duty cycle or the water pump duty cycle, the fan duty cycle and the battery cooling circuit equivalent throttle valve opening information.

[0185] When the BMS cooling circuit or heating circuit is turned on, the BMS temperature is controlled to gradually increase according to the PTC power, the battery water pump duty cycle and the BMS heating circuit equivalent throttle valve opening information.

[0186] Based on the same inventive concept, the present invention provides a HIL bench test system for VCU thermal management function, comprising:

[0187] Building module 100, used to build a simulation test environment for VCU thermal management function;

[0188] A division module 200, used to divide the test conditions and the thermal management mode under each test condition;

[0189] A test strategy acquisition module 300, which is in communication with the division module 200 and is used to acquire different test strategies according to the thermal management mode under each test condition;

[0190] The test result acquisition module 400 is communicated with the test strategy specification module 300, and is used to obtain a test control method for a simulated test environment. In the simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy, and obtain the test result of the VCU thermal management function.

[0191] In one embodiment, the test result acquisition module includes:

[0192] Basic information condition acquisition unit, used to obtain the motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS;

[0193] A test control method acquisition unit, which is in communication with the basic information condition acquisition unit and is used to acquire a test control method for a simulated test environment according to the acquired motor water temperature and DCDC water temperature conditions, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS;

[0194] The test structure acquisition unit is communicatively connected to the test control method acquisition unit, and is used to control the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature according to the test control method in a simulated test environment to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

[0195] Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, all or part of the method steps of the above method are implemented.

[0196] The present invention implements all or part of the process in the above method, and can also be completed by instructing related hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of each method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, USB flash drive, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electric carrier signal and telecommunication signal.

[0197] Based on the same inventive concept, an embodiment of the present application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program running on the processor, and when the processor executes the computer program, all or part of the method steps in the above method are implemented.

[0198] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, servers or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage and optical storage, etc.) containing computer-usable program codes.

[0199] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), servers, and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as a combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0200] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0201] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A HIL bench test method for VCU thermal management function, characterized in that: The following steps are involved: Step S1, building a simulation test environment for VCU thermal management function; Step S2, dividing the test conditions and the thermal management mode under each test condition; Step S3, obtaining different test strategies according to the thermal management mode under each test condition; Step S4, obtaining a test control method for a simulated test environment, and in the simulated test environment, controlling the BMS temperature, the motor temperature, the DC / DC temperature, or the AC outlet temperature according to the test control method to execute a corresponding test strategy, and obtaining a test result of the VCU thermal management function; In step S2, the test conditions include extreme high temperature charging, extreme high temperature driving, extreme low temperature charging, extreme low temperature driving, normal high temperature charging, normal high temperature driving, normal low temperature charging and normal low temperature driving; The thermal management modes under the test conditions include battery cooling, motor cooling, passenger compartment cooling, hybrid cooling, battery heating, passenger compartment heating, hybrid heating, and motor cooling and passenger compartment heating modes; The step S4 specifically comprises the following steps: Step S41, obtaining the motor water temperature and DCDC water temperature conditions, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS; Step S42, obtaining different test control methods of the simulated test environment according to the obtained motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS; Step S43: In a simulated test environment, the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

2. The HIL bench test method for VCU thermal management function according to claim 1, characterized in that: The step S1 specifically comprises the following steps: Step S10: Establish a simulation test environment for the thermal management function of the VCU by connecting the VCU to be tested and the HIL test bench, and connecting the signal interface of the HIL host computer and the HIL test bench.

3. The HIL bench test method for VCU thermal management function according to claim 1, characterized in that: The step S42 specifically includes the following steps: Step S421: when the motor water temperature and the DCDC water temperature both exceed the cooling start threshold, obtain the motor cooling circuit conduction condition; Step S4212: when the motor cooling circuit is turned on, obtaining the BMS heating request sending working condition and the AC heating request sending working condition; Step S4213: when the BMS issues a heating request or the AC issues a heating request, obtaining the conduction condition of the BMS heating circuit or the heating circuit; Step S4214: When the BMS heating circuit or the heating circuit is turned on, the BMS temperature or the AC outlet temperature is controlled to gradually increase according to the heat exchange efficiency between the motor circuit and the battery heating circuit or the heating circuit, the heater water pump duty cycle, and the battery heating circuit or the heating circuit equivalent throttle valve opening information.

4. The HIL bench test method for VCU thermal management function according to claim 3, characterized in that: After step S421, the following steps are also included: S4210, when the motor cooling circuit is turned on, the motor water temperature and the DCDC water temperature are controlled to gradually decrease according to the motor water pump duty cycle, the fan duty cycle and the motor circuit equivalent throttle valve opening information; The motor water temperature and DCDC water temperature are gradually reduced according to the motor water pump duty cycle, fan duty cycle and motor circuit equivalent throttle valve opening information.

5. The HIL bench test method for VCU thermal management function according to claim 1, characterized in that: The step S42 specifically further includes the following steps: Step S422: when the AC sends a thermal management request signal, obtain specific signal information of the thermal management request signal sent by the AC; Step S4221: when the AC issues a cooling request or a heating request, obtain the conduction condition of the cooling or heating circuit; Step S4222: When the refrigeration circuit is turned on, the AC air outlet is controlled to gradually decrease according to the compressor power, the fan duty cycle and the refrigeration circuit equivalent throttle valve opening information; When the refrigeration circuit is turned on, the AC air outlet is controlled to gradually decrease or increase according to the PTC power, the heater pump duty cycle and the equivalent throttle valve opening information of the heating circuit.

6. The HIL bench test method for VCU thermal management function according to claim 1, characterized in that: The step S42 specifically further includes the following steps: Step S423, obtaining the sending condition of the BMS request signal; Step 4231: When the BMS issues a cooling request or a heating request, the conduction condition of the BMS cooling circuit or the heating circuit is obtained; Step 4232: When the BMS cooling circuit or heating circuit is turned on, the BMS temperature is controlled to gradually decrease according to the battery water pump duty cycle, the fan duty cycle and the equivalent throttle valve opening information of the battery cooling circuit, or the BMS temperature is controlled to gradually increase according to the PTC power, the battery water pump duty cycle and the equivalent throttle valve opening information of the BMS heating circuit.

7. A HIL bench test system for VCU thermal management function, characterized in that: include: Build a module to build a simulation test environment for VCU thermal management functions; A division module is used to divide the test conditions and the thermal management mode under each test condition; A test strategy acquisition module, which is in communication with the division module and is used to acquire different test strategies according to the thermal management mode under each test condition; A test result acquisition module is communicatively connected with the test strategy designation module, and is used to acquire a test control method of a simulated test environment. In the simulated test environment, the BMS temperature, the motor temperature, the DC / DC temperature, or the AC outlet temperature is controlled according to the test control method to execute a corresponding test strategy, and acquire a test result of a VCU thermal management function; The test conditions include extreme high temperature charging, extreme high temperature driving, extreme low temperature charging, extreme low temperature driving, normal high temperature charging, normal high temperature driving, normal low temperature charging and normal low temperature driving; The thermal management modes under the test conditions include battery cooling, motor cooling, passenger compartment cooling, hybrid cooling, battery heating, passenger compartment heating, hybrid heating, and motor cooling and passenger compartment heating modes; The test result acquisition module includes: Basic information condition acquisition unit, used to obtain the motor water temperature and DCDC water temperature conditions, the thermal management request signal issued by the AC or the thermal management request signal issued by the BMS; A test control method acquisition unit, which is in communication with the basic information condition acquisition unit and is used to acquire different test control methods for a simulated test environment according to the acquired motor water temperature and DCDC water temperature condition, a thermal management request signal issued by the AC, or a thermal management request signal issued by the BMS; The test structure acquisition unit is communicatively connected to the test control method acquisition unit, and is used to control the BMS temperature, motor temperature, DC / DC temperature or AC outlet temperature according to the test control method in a simulated test environment to execute a corresponding test strategy and obtain a test result of the VCU thermal management function.

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