All-in-one controller debugging device for new energy commercial vehicles

Abstract

The present invention relates to the field of powertrain control and debugging technology for new energy vehicles, and discloses an all-in-one controller debugging device for new energy commercial vehicles, including a high-voltage distribution unit in an all-in-one controller connected to an energy storage unit, the high-voltage distribution unit is connected to a plurality of controller units, and the controller units are used to respectively connect to corresponding load ends to realize joint debugging tests from the energy storage unit to the controller unit and then to the load end, and the controller unit includes a main drive motor controller, a steering oil pump controller, a brake air pump controller, a 24V low-voltage power supply DC / DC controller, an air conditioning power supply circuit and an upper power supply circuit. The all-in-one controller debugging device for new energy commercial vehicles of the present invention realizes the connection between the all-in-one controller and the controlled object, and is connected to the corresponding load type, can simulate the whole vehicle, and realize the joint debugging test from the energy storage unit to the all-in-one controller and then to the controlled object.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle powertrain control and debugging, and in particular to an all-in-one controller debugging device for new energy commercial vehicles. Background Art

[0002] The all-in-one controller for new energy commercial vehicle models is generally composed of a high-voltage power distribution unit (PDU), a main drive motor controller (main drive motor controller), a steering oil pump controller (DC / AC), a brake air pump controller (DC / AC), a 24V low-voltage power supply (DC / DC) and high-voltage air conditioning and upper power supply circuits. It can reduce the total volume and number of external wiring of the controller of new energy vehicle models (pure electric, battery replacement, and hydrogen fuel models), thereby saving space for the entire vehicle, reducing weight, reducing failure points, and improving vehicle reliability.

[0003] However, the existing all-in-one controller debugging generally only conducts signal-level joint debugging tests. The function and performance tests of each controller are generally carried out separately on their own test benches. It is necessary to modify the communication protocol or control strategy of the all-in-one controller or shield some functions. The multi-controller performance joint debugging verification on the test bench cannot be carried out, so the performance and reliability of the control strategy of the complete version of the all-in-one controller cannot be verified. When conducting similar joint debugging tests on the whole vehicle, the cost is high, the verification cycle is long, and some controller extreme conditions are difficult to simulate. Some functional tests that simulate controller fault injection cannot be carried out. Summary of the invention

[0004] The purpose of the present invention is to address the deficiencies of the above-mentioned technologies and to provide an all-in-one controller debugging device for new energy commercial vehicles, which can realize the connection between the all-in-one controller and the controlled object, and connect the corresponding load type, so as to simulate the whole vehicle and realize the joint debugging test from the energy storage unit to the all-in-one controller and then to the controlled object.

[0005] To achieve the above-mentioned purpose, the all-in-one controller debugging device for new energy commercial vehicles designed by the present invention includes a high-voltage distribution unit in the all-in-one controller connected to the energy storage unit, and the high-voltage distribution unit is connected to a plurality of controller units. The controller units are used to be connected to the corresponding load ends respectively to realize the joint debugging test from the energy storage unit to the controller unit and then to the load end. The controller unit includes a main drive motor controller, a steering oil pump controller, a brake air pump controller, a 24V low-voltage power supply DC / DC controller, an air conditioning power supply circuit and a body power supply circuit.

[0006] Preferably, the high-voltage distribution unit is electrically connected to the energy storage unit via high-voltage direct current, and the high-voltage distribution unit dynamically distributes high voltage electricity to each controller unit according to instructions from the vehicle controller.

[0007] Preferably, the main drive motor controller and the main drive motor are connected with three-phase high-voltage electricity, and the output end of the main drive motor is mechanically connected to the electric dynamometer. The electric dynamometer performs corresponding input-output characteristic tests on the main drive motor and the main drive motor controller, and simulates the dynamic characteristics of the whole vehicle to perform operating condition tests on the main drive motor and the main drive motor controller.

[0008] Preferably, the steering oil pump controller and the steering oil pump system are connected by a three-phase high-voltage electrical connection, the brake air pump controller and the brake air pump system are connected by a three-phase high-voltage electrical connection, the steering oil temperature, pressure and flow of the steering oil pump system are adjustable, the brake compressed air pressure and flow of the brake air circuit system are adjustable, the steering oil pump system provides dynamic / steady-state load characteristics for the steering oil pump and the steering oil pump controller, and the brake air circuit system provides dynamic / steady-state load characteristics for the brake air pump and the brake air pump controller. The steady-state input / output characteristics of the steering oil pump and the brake air pump are simulated by an AC electronic simulated load with adjustable voltage, current and phase.

[0009] Preferably, the steering oil pump system consists of an oil supply system, a steering oil circuit system and a steering oil pump. The oil supply system consists of a working oil tank, a circulating pump, a filter and a heater connected in sequence through pipelines. The working oil tank is heated or cooled by the heater, and the filter filters impurities in the pipeline. The steering oil pump is connected to the working oil tank. The steering oil circuit system includes a filter, a proportional relief valve, a proportional pressure reducing valve and a check valve connected to the steering oil pump in sequence through pipelines. The check valve is connected to the working oil tank. A pressure sensor is provided between the steering oil pump and the filter, and a temperature sensor is provided between the filter and the proportional relief valve. The sensor and the proportional relief valve adjust the steering oil pressure in the steering oil circuit system according to the test requirements, and overflow at a constant pressure to simulate the load pressure of the steering oil pump under different working conditions. The proportional pressure reducing valve reduces the steering oil pressure at the outlet of the proportional relief valve to a safe value, and returns to the working oil tank through the one-way valve. In the oil supply system, the steering oil is adjusted to the target temperature through the heater, and then the steering oil pump draws oil from the working oil tank, passes through the filter, and enters the proportional relief valve. The proportional relief valve controls the loading pressure of the steering oil pump to simulate the load of the steering oil pump under different working conditions, and then passes through the proportional pressure reducing valve and the one-way valve to the working oil tank.

[0010] Preferably, the steering oil pump controller is connected to the steering oil pump through an aviation socket or a high-voltage cable, and a voltage and current sensor and an electric power analyzer are installed to measure and display the output AC voltage, current and output power of the steering oil pump controller. The bench computer controls the steering oil pump controller through the bench data acquisition and analysis and control system, and then controls the output speed, voltage and current of the steering oil pump. The steering oil circuit host computer controls the oil pressure and oil temperature of the steering oil circuit system, and provides loads under different working conditions for the steering oil pump controller and the steering oil pump. The following tests can be performed:

[0011] Output pressure-input current / power characteristics: the bench computer adjusts the steering oil pump speed, the steering oil circuit host computer sets the oil pressure, oil temperature and flow of the steering oil circuit system, and tests the input current, voltage and power between the steering oil pump controller and the steering oil pump;

[0012] Input current / power-output pressure characteristics: The bench computer adjusts the steering oil pump speed, the input current / power between the steering oil pump controller and the steering oil pump, and tests the oil temperature, flow rate and oil pressure of the steering oil system;

[0013] Impact test;

[0014] Maximum pressure test;

[0015] Flow detection;

[0016] Variable load cycle test.

[0017] Preferably, the brake air pump system is composed of a brake air circuit system and a brake air pump. The brake air circuit system consists of a compressed air tank connected to the brake air pump. The outlet of the compressed air tank is connected to a proportional throttle valve and a proportional pressure reducing valve in sequence. The compressed air tank is provided with a pressure sensor, a temperature sensor, a safety valve and a drain valve. The brake air circuit host computer controls the proportional throttle valve, thereby controlling the pressure and flow of the compressed air in the compressed air tank to simulate the load of the brake air pump under different working conditions. The brake air pump controller is connected to the brake air pump through an aviation socket or a high-voltage cable, and a voltage and current sensor and an electric power analyzer are installed to measure and display the AC voltage, current and output power output by the brake air pump controller.

[0018] Preferably, the test bench computer controls the brake air pump controller, and then controls the brake air pump output speed, voltage, and current. The computer of the brake air circuit system controls the steering oil pump system oil pressure and oil temperature. The following tests can be performed:

[0019] Output pressure-input current / power characteristics: the bench computer adjusts the brake air pump speed, the brake air circuit host computer sets the air pressure and flow of the steering brake air circuit system, and tests the input current, voltage and power between the steering oil pump controller and the steering oil pump;

[0020] Input current / power-output pressure characteristics: The bench computer adjusts the brake air pump speed, the input current / power between the brake air pump controller and the steering oil pump, and tests the air pressure of the brake air circuit system;

[0021] Variable load cycle test.

[0022] Preferably, the 24V low-voltage power supply DC / DC controller is a DC electronic load, and the DC electronic load is adjusted to verify the communication, function and input / output characteristic test of the 24V low-voltage power supply. The air-conditioning power supply circuit and the upper power supply circuit use DC electronic loads to verify the load characteristics of the high-voltage air-conditioning system and the upper power supply.

[0023] Preferably, it also includes a tooling board to simulate various fault types and test whether the fault responses of the steering oil pump controller and the brake air pump controller meet the communication requirements of the whole vehicle. The test bench computer is connected to the all-in-one controller via a CAN communication line, and then connected to the tooling board via CAN communication or other communication means. The test bench monitors the status information of each module of the all-in-one controller via the CAN line, and remotely controls the tooling board to adjust the analog signal value, the 24V power supply low voltage value and the switch signal value. The test bench computer control interface is equipped with corresponding adjustment buttons;

[0024] The bench computer can adjust the DC bus voltage from the energy storage unit to the all-in-one controller. When the DC bus voltage exceeds the operating voltage range, test whether the bus overvoltage / undervoltage protection function of the main drive motor controller, steering oil pump controller, brake air pump controller, and 24V low-voltage power supply DC / DC controller is realized, and whether the bus voltage overvoltage / undervoltage fault response meets the vehicle communication requirements;

[0025] The tooling board is equipped with two temperature simulation voltage signals, 0-5V, which are used to simulate the motor temperature of the brake air pump and the motor temperature of the steering oil pump respectively. The two simulation voltage signals have adjustable voltage values. An adjustment button is set on the test bench computer interface. By adjusting the input voltage values ​​of the temperature signal lines of the steering oil pump controller and the brake air pump controller to the over-temperature values ​​of the steering oil pump and the brake air pump, the over-temperature protection functions of the steering oil pump controller and the brake air pump controller are tested, and whether the over-temperature fault response meets the vehicle communication requirements;

[0026] The tooling board is equipped with a 24V low-voltage power supply voltage adjustable channel. The 24V low-voltage positive power supply line and 24V low-voltage negative power supply line of the all-in-one controller are connected to the 24V low-voltage power supply channel of the tooling board. The 24V power supply voltage is adjusted to be too high or too low through the bench host computer to test the overvoltage / undervoltage protection function of each controller. The 24V low-voltage power supply voltage can be superimposed with an AC voltage of a set frequency and amplitude to simulate DC power supply ripple voltage, 24V low-voltage power supply voltage slow rise and fall, and 24V low-voltage power supply voltage instantaneous drop, simulate vehicle power supply failure, and test the reliability of the controller;

[0027] The tooling board is equipped with five relays, four of which are high voltage and one is low voltage, which are used to connect the single-phase line switch relay between the brake air pump and the brake air pump controller, the single-phase line of the brake air pump controller and the ground, the single-phase line of the steering oil pump and the steering oil pump controller, the single-phase line of the steering oil pump controller and the ground, and the all-in-one control CAN communication line. These five switch signals have button switch control functions on the test bench host computer interface. The test bench computer can control the closure of each relay through the tooling board, and simulate the output phase loss and short circuit to ground of the brake air pump controller, simulate the output phase loss and short circuit to ground of the steering oil pump controller, and the CAN line is broken to test whether the fault protection function of each controller under such simulated faults meets the requirements of the whole vehicle.

[0028] Compared with the prior art, the present invention has the following advantages:

[0029] 1. The all-in-one controller is connected to the main drive motor, steering oil pump, brake air pump, DC / DC, air conditioner, upper body and other controlled objects, and connected to the corresponding load types, so as to realize the joint debugging test from battery system / battery simulator, all-in-one controller to load;

[0030] 2. It can carry out various input and output characteristic tests of steering oil pumps and brake air pumps, and simulate the load characteristics of steering oil pumps and brake air pumps more realistically;

[0031] 3. Provide a tooling board solution that can simulate various fault types and check whether the fault response of the steering oil pump and brake air pump controller modules meets the vehicle communication requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a structural schematic diagram of the all-in-one controller debugging device for new energy commercial vehicles of the present invention;

[0033] Figure 2 for Figure 1 The structural diagram of the all-in-one controller;

[0034] Figure 3 for Figure 1 Schematic diagram of the all-in-one controller bench test wiring and test tools;

[0035] Figure 4 for Figure 1 Schematic diagram of the steering oil pump system;

[0036] Figure 5 for Figure 1 Schematic diagram of the test system for the steering oil pump controller;

[0037] Figure 6 for Figure 1 Schematic diagram of the brake air pump system;

[0038] Figure 7 for Figure 1 Schematic diagram of the test system of the brake air pump controller;

[0039] Figure 8 A schematic diagram of the principle of the all-in-one controller fault injection tooling board of the present invention. DETAILED DESCRIPTION

[0040] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0042] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0043] like Figure 1 , Figure 2 and Figure 3 As shown, an all-in-one controller debugging device for new energy commercial vehicles includes a high-voltage distribution unit 3 in an all-in-one controller 2 connected to an energy storage unit 1, the high-voltage distribution unit 3 is connected to a plurality of controller units, the controller units are used to be connected to corresponding load ends respectively, to realize a joint debugging test from the energy storage unit 1 to the controller unit, and then to the load end, the controller unit includes a main drive motor controller 4, a steering oil pump controller 5, a brake air pump controller 6, a 24V low-voltage power supply DC / DC controller 7, an air conditioning power supply circuit 8 and a body power supply circuit 9.

[0044] Among them, the high-voltage distribution unit 3 is electrically connected to the energy storage unit 1 through high-voltage direct current, and the high-voltage distribution unit 3 dynamically distributes the high-voltage electricity to each controller unit according to the instructions of the vehicle controller 43.

[0045] In addition, the main drive motor controller 4 and the main drive motor 10 are connected with three-phase high-voltage electricity, and the output end of the main drive motor 10 is mechanically connected to the electric dynamometer 21. The electric dynamometer 21 performs corresponding input-output characteristic tests on the main drive motor 10 and the main drive motor controller 4, and simulates the dynamic characteristics of the whole vehicle to perform operating condition tests on the main drive motor 10 and the main drive motor controller 4.

[0046] The steering oil pump controller 5 is connected to the steering oil pump system 11 with a three-phase high-voltage electrical connection, and the brake air pump controller 6 is connected to the brake air pump system 12 with a three-phase high-voltage electrical connection. The steering oil temperature, pressure and flow of the steering oil pump system 11 are adjustable, and the brake compressed air pressure and flow of the brake air circuit system 19 are adjustable. The steering oil pump system 11 provides dynamic / steady-state load characteristics for the steering oil pump 16 and the steering oil pump controller 5, and the brake air circuit system 19 provides dynamic / steady-state load characteristics for the brake air pump 18 and the brake air pump controller 6. The steady-state input / output characteristics of the steering oil pump 16 and the brake air pump 18 are simulated by means of an AC electronic simulated load with adjustable voltage, current size and phase.

[0047] like Figure 4 As shown, the steering oil pump system 11 is composed of an oil supply system 22, a steering oil circuit system 17 and a steering oil pump 16. The oil supply system 22 is composed of a working oil tank 23, a circulating pump 24, a filter 25, and a heater 26 connected in sequence through pipelines. The working oil tank 23 is heated or cooled by the heater 26. The filter 25 filters impurities in the pipeline. The steering oil pump 16 is connected to the working oil tank 23. The steering oil circuit system 17 includes a filter 25, a proportional relief valve 28, a proportional pressure reducing valve 29 and a check valve 30 connected to the steering oil pump 16 in sequence through pipelines. The check valve 30 is connected to the working oil tank 23. A pressure sensor 31 is provided between the steering oil pump 16 and the filter 25. A pressure sensor 31 is provided between the filter 25 and the proportional relief valve 28. A temperature sensor 32 is provided. The proportional relief valve 28 adjusts the steering oil pressure in the steering oil circuit system 17 according to the test requirements, and overflows at a constant pressure to simulate the load pressure of the steering oil pump 16 under different working conditions. The proportional pressure reducing valve 29 reduces the steering oil pressure at the outlet of the proportional relief valve 28 to a safe value, and returns to the working oil tank 23 through the one-way valve 30. In the oil supply system 2221, the steering oil is adjusted to the target temperature through the heater 26, and then the steering oil pump 16 draws oil from the working oil tank 23, passes through the filter 25, and enters the proportional relief valve 28. The proportional relief valve 28 controls the loading pressure of the steering oil pump 16 to simulate the load of the steering oil pump 16 under different working conditions, and then passes through the proportional pressure reducing valve 29 and the one-way valve 30 to the working oil tank 23.

[0048] like Figure 5 As shown, the steering oil pump controller 5 is connected to the steering oil pump 16 through an aviation socket or a high-voltage cable, and a voltage and current sensor 37 and an electric power analyzer 35 are installed to measure and display the output AC voltage, current and output power of the steering oil pump controller 5. The bench computer 34 controls the steering oil pump controller 5 through the bench data acquisition analysis and control system 33, and then controls the output speed, voltage and current of the steering oil pump 16. The steering oil circuit host computer 36 controls the oil pressure and oil temperature of the steering oil circuit system 17, and provides loads under different working conditions for the steering oil pump controller 5 and the steering oil pump 16. The following tests can be performed:

[0049] Output pressure-input current / power characteristics: the bench computer 34 adjusts the speed of the steering oil pump 16, the steering oil circuit host computer 36 sets the oil pressure, oil temperature and flow rate of the steering oil circuit system 17, and tests the input current, voltage and power between the steering oil pump controller 5 and the steering oil pump 16;

[0050] Input current / power-output pressure characteristics: the bench computer 34 adjusts the rotation speed of the steering oil pump 16, the input current / power between the steering oil pump controller 5 and the steering oil pump 16, and tests the oil temperature, flow rate and oil pressure of the steering oil circuit system 17;

[0051] Impact test;

[0052] Maximum pressure test;

[0053] Flow detection;

[0054] Variable load cycle test.

[0055] like Figure 6 As shown, the brake air pump system 12 is composed of a brake air circuit system 19 and a brake air pump 18. The brake air circuit system 19 is composed of a compressed air tank 38 connected to the brake air pump 18. The outlet of the compressed air tank 38 is connected to a proportional throttle valve 39 and a proportional pressure reducing valve 29 in sequence. The compressed air tank 38 is provided with a pressure sensor 31, a temperature sensor 32, a safety valve 41 and a drain valve 40. The brake air circuit host computer 42 controls the proportional throttle valve 39, thereby controlling the pressure and flow of the compressed air in the compressed air tank 38 to simulate the load of the brake air pump 18 under different working conditions. The brake air pump controller 6 is connected to the brake air pump 18 through an aviation socket or a high-voltage cable, and a voltage and current sensor 37 and an electric power analyzer 35 are installed to measure and display the AC voltage, current and output power output by the brake air pump controller 6.

[0056] like Figure 7 As shown, the bench computer 34 controls the brake air pump controller 6, and then controls the output speed, voltage, and current of the brake air pump 18. The computer of the brake air circuit system 19 controls the oil pressure and oil temperature of the steering oil pump system 11. The following tests can be performed:

[0057] Output pressure-input current / power characteristics: the bench computer 34 adjusts the speed of the brake air pump 18, the brake air circuit upper computer 42 sets the air pressure and flow of the steering brake air circuit system 19, and tests the input current, voltage and power between the steering oil pump controller 5 and the steering oil pump 16;

[0058] Input current / power-output pressure characteristics: the bench computer 34 adjusts the speed of the brake air pump 18, the input current / power between the brake air pump controller 6 and the steering oil pump 16, and tests the air pressure of the brake air circuit system 19;

[0059] Variable load cycle test.

[0060] In addition, if Figure 3 As shown, the 24V low-voltage power supply DC / DC controller 7 is a DC electronic load 20. The DC electronic load 20 is adjusted to verify the communication, function and input / output characteristic test of the 24V low-voltage power supply 12. The air-conditioning power supply circuit 8 and the upper power supply circuit 9 use the DC electronic load 20 to verify the load characteristics of the high-voltage air-conditioning system 14 and the upper power supply 15.

[0061] like Figure 8 As shown, it also includes a tooling board 44, which simulates various fault types and tests whether the fault responses of the steering oil pump controller 5 and the brake air pump controller 6 meet the vehicle communication requirements. The bench computer 34 is connected to the all-in-one controller 2 through the CAN communication line, and then connected to the tooling board 44 through CAN communication or other communication means. The bench monitors the status information of each module of the all-in-one controller 2 through the CAN line, and remotely controls the tooling board 44 to adjust the analog signal value, the 24V power supply low voltage value and the switch signal value. The control interface of the bench computer 34 is equipped with corresponding adjustment buttons;

[0062] The bench computer 34 can adjust the DC bus voltage from the energy storage unit 1 to the all-in-one controller 2, and when the DC bus voltage exceeds the operating voltage range, test whether the bus overvoltage / undervoltage protection function of the main drive motor 10 controller 4, the steering oil pump controller 5, the brake air pump controller 6, and the 24V low-voltage power supply DC / DC controller 7 is realized, and whether the bus voltage overvoltage / undervoltage fault response meets the vehicle communication requirements;

[0063] The tooling board 44 is provided with two temperature simulation voltage signals, 0-5V, which are used to simulate the motor temperature of the brake air pump 18 and the motor temperature of the steering oil pump 16 respectively. The two simulation voltage signals have adjustable voltage values. An adjustment button is provided on the interface of the bench computer 34. By adjusting the input voltage values ​​of the temperature signal lines of the steering oil pump controller 5 and the brake air pump controller 6 to the over-temperature values ​​of the steering oil pump 16 and the brake air pump 18, the over-temperature protection functions of the steering oil pump controller 5 and the brake air pump controller 6 are tested, and whether the over-temperature fault response meets the vehicle communication requirements;

[0064] The tooling board 44 is provided with a 24V low-voltage power supply voltage adjustable channel. The 224V low-voltage positive power supply line and the 24V low-voltage negative power supply line of the all-in-one controller are connected to the 24V low-voltage power supply channel of the tooling board 44. The 24V power supply voltage is adjusted to be too high or too low through the bench host computer 45 to test the overvoltage / undervoltage protection function of each controller. The 24V low-voltage power supply voltage can be superimposed with an AC voltage of a set frequency and amplitude to simulate the DC power supply ripple voltage, the 24V low-voltage power supply voltage slowly rising and falling, and the 24V low-voltage power supply voltage instantaneous drop, simulate the vehicle power supply failure, and test the reliability of the controller;

[0065] The tooling board 44 is provided with five relays, four of which are high voltage and one is low voltage, which are respectively used to connect the single-phase line switch relay of the brake air pump 18 and the brake air pump controller 6, the single-phase line of the brake air pump controller 6 and the ground, the single-phase line of the steering oil pump 16 and the steering oil pump controller 5, the single-phase line of the steering oil pump controller 5 and the ground, and the all-in-one control CAN communication line. These five switch signals all have key switch control functions on the interface of the test bench host computer 45. The test bench computer 34 can control the closure of each relay through the tooling board 44, and simulate the output of the brake air pump controller 6 being phase-lost and short-circuited to the ground, and simulate the output of the steering oil pump controller 5 being phase-lost and short-circuited to the ground, and the CAN line being broken, to test whether the fault protection function of each controller under such simulated faults meets the requirements of the whole vehicle.

[0066] The all-in-one controller debugging device for new energy commercial vehicles of the present invention realizes the connection between the all-in-one controller and controlled objects such as the main drive motor, steering oil pump, brake air pump, DC / DC, air conditioning, and upper body, and is connected to the corresponding load types, so as to realize the joint debugging test from the battery system / battery simulator, the all-in-one controller to the load; it can perform input and output characteristic tests of various steering oil pumps and brake air pumps, and more realistically simulate the load characteristics of the steering oil pump and brake air pump; and provides a tooling board solution to simulate various fault types and whether the fault responses of the steering oil pump and brake air pump controller modules meet the communication requirements of the whole vehicle.

[0067] It should be noted that the description of the above technical solutions is exemplary, and this specification can be embodied in different forms and should not be interpreted as being limited to the technical solutions set forth herein. On the contrary, providing these descriptions will make the disclosure of the present invention thorough and complete, and will fully convey the scope disclosed in this specification to those skilled in the art. In addition, the technical solutions of the present invention are limited only by the scope of the claims.

[0068] The various aspects disclosed for describing the present specification and claims are merely examples, and therefore, the present specification and claims are not limited to the details shown. In the above description, when the detailed description of the related known functions or configurations is determined to be unnecessary to obscure the focus of the present specification and claims, the detailed description will be omitted.

[0069] In the case of using “including”, “having” and “comprising” described in the present specification, unless otherwise used, there may also be another part or other parts, and the terms used may generally be in the singular but may also represent the plural form.

[0070] Finally, it should be pointed out that the above content is a further detailed description of the invention in combination with specific implementation methods. It cannot be considered that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, simple replacements made without departing from the concept of the present invention should be regarded as belonging to the protection scope of the present invention. The above embodiments are only more representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments, and there can be many variations. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention should be considered to belong to the protection scope of the present invention.

[0071] At the same time, it should be noted that the description of the above technical solutions is exemplary, and this specification can be embodied in different forms and should not be construed as being limited to the technical solutions set forth herein. On the contrary, providing these descriptions will make the disclosure of the present invention thorough and complete, and will fully convey the scope disclosed in this specification to those skilled in the art. In addition, the technical solutions of the present invention are limited only by the scope of the claims. The features of the various embodiments of the present invention may be partially or completely combined or spliced ​​with each other, and may be performed in various different configurations as those skilled in the art may fully understand. The embodiments of the present invention may be performed independently of each other, or may be performed together in a mutually dependent relationship.

[0072] For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, and the above structures should be regarded as belonging to the protection scope of the present invention.

Claims

1. An all-in-one controller debugging device for new energy commercial vehicles, characterized in that: The invention comprises a high-voltage power distribution unit (3) in an all-in-one controller (2) connected to an energy storage unit (1), wherein the high-voltage power distribution unit (3) is connected to a plurality of controller units, wherein the controller units are used to be respectively connected to corresponding load ends to implement a joint debugging test from the energy storage unit (1) to the controller unit and then to the load end, wherein the controller unit comprises a main drive motor controller (4), a steering oil pump controller (5), a brake air pump controller (6), a 24V low-voltage power supply DC / DC controller (7), an air conditioner power supply circuit (8) and a bodywork power supply circuit (9); The steering oil pump controller (5) is connected to the steering oil pump system (11) via a three-phase high-voltage electrical connection, and the brake air pump controller (6) is connected to the brake air pump system (12) via a three-phase high-voltage electrical connection. The steering oil temperature, pressure and flow rate of the steering oil pump system (11) are adjustable, and the brake compressed air pressure and flow rate of the brake air circuit system (19) are adjustable. The steering oil pump system (11) provides dynamic / steady-state load characteristics for the steering oil pump (16) and the steering oil pump controller (5), and the brake air circuit system (19) provides dynamic / steady-state load characteristics for the brake air pump (18) and the brake air pump controller (6). The steady-state input / output characteristics of the steering oil pump (16) and the brake air pump (18) are simulated by an AC electronic simulated load with adjustable voltage, current magnitude and phase. The brake air pump system (12) is composed of a brake air circuit system (19) and a brake air pump (18). The brake air circuit system (19) is composed of a compressed air tank (38) connected to the brake air pump (18). The outlet of the compressed air tank (38) is connected to a proportional throttle valve (39) and a proportional pressure reducing valve (29) in sequence. The compressed air tank (38) is provided with a pressure sensor (31), a temperature sensor (32), a safety valve (41) and a drain valve (40). The brake air circuit upper computer (42) controls the proportional throttle valve (39) to control the pressure and flow of the compressed air in the compressed air tank (38) and simulate the load of the brake air pump (18) under different working conditions. The brake air pump controller (6) is connected to the brake air pump (18) through an aviation socket or a high-voltage cable. A voltage and current sensor (37) and an electric power analysis instrument (35) are installed to measure and display the AC voltage, current and output power output by the brake air pump controller (6).

2. According to claim 1, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: The high-voltage power distribution unit (3) is electrically connected to the energy storage unit (1) via a high-voltage direct current, and the high-voltage power distribution unit (3) dynamically distributes the high-voltage electricity to each controller unit according to instructions from the vehicle controller (43).

3. According to claim 1, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: The main drive motor controller (4) and the main drive motor (10) are connected to a three-phase high-voltage electric connection, and the output end of the main drive motor (10) is mechanically connected to an electric dynamometer (21). The electric dynamometer (21) performs corresponding input and output characteristic tests on the main drive motor (10) and the main drive motor controller (4), and simulates the dynamic characteristics of the entire vehicle to perform operating condition tests on the main drive motor (10) and the main drive motor controller (4).

4. According to claim 1, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: The steering oil pump system (11) comprises an oil supply system (22), a steering oil circuit system (17) and a steering oil pump (16). The oil supply system (22) comprises a working oil tank (23), a circulation pump (24), a filter (25) and a heater (26) which are connected in sequence through pipelines. The working oil tank (23) is heated or cooled by the heater (26). The filter (25) filters impurities in the pipeline. The steering oil pump (16) is connected to the working oil tank (23). The steering oil circuit system (17) comprises a filter (25), a proportional relief valve (28), a proportional pressure reducing valve (29) and a check valve (30) which are connected in sequence to the steering oil pump (16) through pipelines. The check valve (30) is connected to the working oil tank (23). A pressure sensor (31) is provided between the steering oil pump (16) and the filter (25). The filter (25) and the proportional relief valve (29) are connected in sequence to the filter (25). A temperature sensor (32) is provided between the steering oil circuit system (17) and the steering oil circuit system (28). The proportional relief valve (28) adjusts the steering oil pressure in the steering oil circuit system (17) according to the test requirements, and overflows at a constant pressure to simulate the load pressure of the steering oil pump (16) under different working conditions. The proportional pressure reducing valve (29) reduces the steering oil pressure at the outlet of the proportional relief valve (28) to a safe value, and returns the steering oil to the working oil tank (23) through the one-way valve (30). In the oil supply system (22) (21), the steering oil is adjusted to a target temperature through the heater (26), and then the steering oil pump (16) draws oil from the working oil tank (23), passes through the filter (25), and then enters the proportional relief valve (28). The proportional relief valve (28) controls the loading pressure of the steering oil pump (16) to simulate the load of the steering oil pump (16) under different working conditions, and then passes through the proportional pressure reducing valve (29) and the one-way valve (30) to the working oil tank (23).

5. According to claim 4, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: The steering oil pump controller (5) is connected to the steering oil pump (16) through an aviation socket or a high-voltage cable. A voltage and current sensor (37) and an electric power analysis instrument (35) are installed to measure and display the output AC voltage, current and output power of the steering oil pump controller (5). The bench computer (34) controls the steering oil pump controller (5) through the bench data acquisition analysis and control system (33), thereby controlling the output speed, voltage and current of the steering oil pump (16). The steering oil circuit host computer (36) controls the oil pressure and oil temperature of the steering oil circuit system (17), and provides loads under different working conditions for the steering oil pump controller (5) and the steering oil pump (16). The following tests can be performed: Output pressure-input current / power characteristics: the bench computer (34) adjusts the speed of the steering oil pump (16), the steering oil circuit host computer (36) sets the oil pressure, oil temperature, and flow rate of the steering oil circuit system (17), and tests the input current, voltage, and power between the steering oil pump controller (5) and the steering oil pump (16); Input current / power-output pressure characteristics: the bench computer (34) adjusts the rotation speed of the steering oil pump (16), the input current / power between the steering oil pump controller (5) and the steering oil pump (16), and tests the oil temperature, flow rate and oil pressure of the steering oil circuit system (17); Impact test; Maximum pressure test; Flow detection; Variable load cycle test.

6. According to claim 1, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: The bench computer (34) controls the brake air pump controller (6), which in turn controls the output speed, voltage, and current of the brake air pump (18). The computer of the brake air circuit system (19) controls the oil pressure and oil temperature of the steering oil pump system (11), and the following tests can be performed: Output pressure-input current / power characteristics: the bench computer (34) adjusts the speed of the brake air pump (18), the brake air circuit upper computer (42) sets the air pressure and flow of the steering brake air circuit system (19), and tests the input current, voltage, and power between the steering oil pump controller (5) and the steering oil pump (16); Input current / power-output pressure characteristics: the bench computer (34) adjusts the speed of the brake air pump (18), the input current / power between the brake air pump controller (6) and the steering oil pump (16), and tests the air pressure of the brake air circuit system (19); Variable load cycle test.

7. The all-in-one controller debugging device for new energy commercial vehicles according to claim 1 is characterized in that: The 24V low-voltage power supply DC / DC controller (7) is a DC electronic load (20). The DC electronic load (20) is adjusted to verify the communication, function and input / output characteristic test of the 24V low-voltage power supply (12). The air-conditioning power supply circuit (8) and the upper power supply circuit (9) use the DC electronic load (20) to verify the load characteristics of the high-voltage air-conditioning system (14) and the upper power supply (15).

8. According to claim 1, the all-in-one controller debugging device for new energy commercial vehicles is characterized in that: It also includes a tooling board (44) for simulating various fault types to test whether the fault responses of the steering oil pump controller (5) and the brake air pump controller (6) meet the communication requirements of the whole vehicle. The bench computer (34) is connected to the multi-in-one controller (2) via a CAN communication line, and then connected to the tooling board (44) via CAN communication or other communication means. The bench monitors the status information of each module of the multi-in-one controller (2) via the CAN line, and remotely controls the tooling board (44) to adjust the analog signal value, the 24V power supply low voltage value and the switch signal value. The control interface of the bench computer (34) is equipped with corresponding adjustment buttons; The bench computer (34) can adjust the DC bus voltage from the energy storage unit (1) to the all-in-one controller (2), and when the DC bus voltage exceeds the operating voltage range, test whether the bus overvoltage / undervoltage protection function of the main drive motor (10) controller (4), the steering oil pump controller (5), the brake air pump controller (6), and the 24V low-voltage power supply DC / DC controller (7) is realized, and whether the bus voltage overvoltage / undervoltage fault response meets the vehicle communication requirements; The tooling board (44) is provided with two temperature simulation voltage signals, 0-5V, which are used to simulate the motor temperature of the brake air pump (18) and the motor temperature of the steering oil pump (16) respectively. The two simulation voltage signals have adjustable voltage values. An adjustment button is provided on the interface of the bench computer (34). By adjusting the input voltage value of the temperature signal line of the steering oil pump controller (5) and the temperature signal line of the brake air pump controller (6) to the over-temperature value of the steering oil pump (16) and the brake air pump (18), the over-temperature protection function of the steering oil pump controller (5) and the brake air pump controller (6) is tested, and whether the over-temperature fault response meets the vehicle communication requirements; The tooling board (44) is provided with a 24V low-voltage power supply voltage adjustable channel. The 24V low-voltage positive power supply line and the 24V low-voltage negative power supply line of the multi-in-one controller (2) are connected to the 24V low-voltage power supply channel of the tooling board (44). The 24V power supply voltage is adjusted to be too high or too low through the bench host computer 45 to test the overvoltage / undervoltage protection function of each controller. The 24V low-voltage power supply voltage can be superimposed with an AC voltage of a set frequency and amplitude to simulate a DC power supply ripple voltage, a 24V low-voltage power supply voltage slow rise and fall, and a 24V low-voltage power supply voltage instantaneous drop, to simulate a vehicle power supply failure, and to test the reliability of the controller; The tooling board (44) is provided with five relays, four of which are high voltage and one is low voltage, which are used to connect the single-phase line switch relay of the brake air pump (18) and the brake air pump controller (6), the single-phase line of the brake air pump controller (6) and the ground, the single-phase line of the steering oil pump (16) and the steering oil pump controller (5), the single-phase line of the steering oil pump controller (5) and the ground, and the multi-in-one control CAN communication line. These five switch signals have a key switch control function on the interface of the bench host computer (45). The bench computer (34) can control the closing of each relay through the tooling board (44), respectively, and simulate the output of the brake air pump controller (6) being phase-lost and short-circuited to the ground, and simulate the output of the steering oil pump controller (5) being phase-lost and short-circuited to the ground, and the CAN line being broken, to test whether the fault protection function of each controller under such simulated faults meets the requirements of the whole vehicle.

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