High-precision intelligent electric vehicle power domain test system

Abstract

The invention relates to a high-precision intelligent electric vehicle power domain test system, which comprises a real-time simulation control model, a rack control unit, a CMU simulation unit, a thermal management unit, a direct current charging guide unit, an alternating current charging guide unit and a tested object, and is characterized in that the tested object comprises an XCU assembly and a battery pack system, the real-time simulation control model comprises a battery pack simulation model; and the battery pack simulation model simulates a corresponding working time sequence and sends the working time sequence to the XCU assembly through CAN communication, so that a relay of the XCU assembly is closed to form a high-voltage system closed-loop network. The invention provides a multi-dimensional digital intelligent measurement and control system and a test method, which greatly save time and economic cost.

Description

Technical Field

[0001] The invention relates to a high-precision intelligent electric vehicle power domain testing system, and belongs to the field of automobile integrated testing. Background Art

[0002] With the improvement of the integration of all-in-one control assemblies and the acceleration of R&D iteration, higher requirements are placed on assembly testing. From the perspective of test scenarios, it is required to support both all-in-one assembly testing and independent testing of a single controller. From the perspective of technical methods, it is required to support both pure virtual simulation testing and semi-physical closed-loop testing. It is required to be as close to the actual vehicle scenario as possible, and to be able to simulate the actual vehicle environment for fault injection and fault reproduction.

[0003] In addition, some existing power domain controller verifications use simulated battery module systems and motor module systems as the main power source and load, and fail to provide a detailed description of the overall energy loss of the battery pack through ambient temperature and battery pack temperature simulation, which will affect the battery SOC calculation and the power domain controller temperature response control strategy, and it is difficult for the motor controller simulation to accurately calculate the motor's moment of inertia and current output capacity under real vehicle mode. In addition, the accelerator pedal, brake pedal and shifter of some test benches need to be connected to the real object, which to a certain extent affects the efficiency of automated testing, and there are certain difficulties in the verification of the real object under extremely complex working conditions. Among them, the motor verifies the controller effect through model simulation, which is still a certain gap from the actual verification effect of connecting to the dynamometer bench. Summary of the invention

[0004] The present invention provides a high-precision intelligent electric vehicle power domain testing system, aiming to solve at least one of the technical problems existing in the prior art.

[0005] The technical solution of the present invention relates to an electric vehicle power domain test system with simulation function, comprising:

[0006] An electric vehicle power domain test system with simulation function, characterized in that it includes: a real-time simulation control model, a test bench control unit, a CMU simulation unit, a thermal management unit, a DC charging guide unit, an AC charging guide unit and a test object, wherein the test object includes an XCU assembly and a battery pack system;

[0007] Among them, the real-time simulation control model includes a battery pack simulation model; the battery pack simulation model simulates the corresponding working timing and sends it to the XCU assembly through CAN communication, so that the XCU assembly relay is closed to form a high-voltage system closed-loop network.

[0008] Furthermore, the battery pack simulation model includes simulating the voltage, current and temperature parameters of the battery system and battery cells, simulating the thermal management and power loss parameters of the battery system and battery cells, and also includes main positive relay signal simulation, main negative relay signal simulation, pre-charge relay signal simulation and relay status signal simulation.

[0009] Furthermore, the equivalent circuit of the battery pack simulation model is provided with an open circuit voltage source U oc , a first circuit consisting of a first resistor R1 and a first capacitor C1 connected in parallel, a second circuit consisting of a second resistor R2 and a second capacitor C2 connected in parallel, and a third circuit consisting of a third resistor R3 and a third capacitor C3 connected in parallel, wherein the first circuit, the second circuit and the third circuit are connected in sequence, and the other end of the third circuit is the output positive terminal U out +, open circuit voltage supply U oc The negative terminal of the battery is connected to one end of the fixed resistor R, and the other end of the fixed resistor R is connected to the output negative terminal U out -, open circuit voltage supply U oc The positive segment is connected to the first circuit.

[0010] Furthermore, in the battery pack simulation model, the cell voltage is calculated as follows:

[0011] U out =U oc -U E -U R1C1 -U R2C2 -U R3C3

[0012] but:

[0013]

[0014] Where U out is the cell terminal voltage, I is the current, U oc is the open circuit voltage, R is the fixed resistance of the battery cell, R1 is the ohmic polarization resistance, R2 is the electrochemical polarization internal resistance, R3 is the concentration difference polarization internal resistance, C1 is the ohmic polarization capacitance, C2 is the electrochemical polarization capacitance, and C3 is the concentration difference polarization capacitance.

[0015] Furthermore, it also includes a power and signal control unit, which is provided with a first battery simulator, a second battery simulator, a power grid simulator, a high-voltage DC load simulation device, a low-voltage direct load simulation device, an AC load simulation device, a DC charging guide device, an AC charging guide device and a pre-charging circuit control unit.

[0016] Furthermore, it also includes a low-voltage testing and monitoring model, which includes a high-voltage power switching unit, a low-voltage hard-line switching unit, an XCU assembly low-voltage power supply unit, a battery pack low-voltage power supply unit, a test system monitoring unit, a first insulation detection device, a second insulation detection device and a third insulation detection device.

[0017] Furthermore, the high-voltage circuits HV+ and HV- of the first simulator and / or the second battery simulator are connected to the main positive and main negative circuits of the high-voltage bus of the XCU assembly through the high-voltage power switching unit, the first insulation detection device is connected to the main positive circuit of the high-voltage bus of the XCU assembly, and the second insulation detection device is connected to the main negative circuit of the high-voltage bus of the XCU assembly.

[0018] Furthermore, the battery pack simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery Pack system, so as to form a DC charging scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit, the DC charging guiding device and the DC charging model.

[0019] Furthermore, the battery pack simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery Pack system, so as to form an AC charging scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit, the XCU assembly, the AC charging guide unit and the AC charging model.

[0020] Furthermore, the battery simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery Pack system, so as to form a DC discharge scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit and the second battery simulator working in DC load mode.

[0021] The technical solution of the present invention also relates to a computer-readable storage medium on which program instructions are stored, and the above-mentioned method is implemented when the program instructions are executed by a processor.

[0022] The technical solution of the present invention also relates to an electric vehicle power domain testing system, wherein the system comprises a computer device, and the computer device comprises the above-mentioned computer-readable storage medium.

[0023] The beneficial effects of the present invention are as follows:

[0024] The high-precision intelligent electric vehicle power domain test system of the present invention provides a multi-dimensional digital intelligent measurement and control system and test method, which can be connected to both hardware-in-the-loop simulation and real test modules, and more advantageously provide data comparison and verification, which facilitates the development, integrated production and after-sales fault reproduction test of the automobile power domain system, and can complete some winter and summer standard experiments on the measurement and control system bench, greatly saving time and economic costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 Schematic diagram of the structure of an electric vehicle power domain testing system according to an embodiment of the present invention.

[0026] Figure 2 4 is a structural connection diagram of an electric vehicle power domain test system according to an embodiment of the present invention.

[0027] Figure 3 Schematic diagram of the connection of the switching unit of the electric vehicle power domain test system according to an embodiment of the present invention.

[0028] Figure 4 4 is a circuit diagram of a battery pack simulation model according to an embodiment of the present invention.

[0029] Figure 5 , Figure 6 and Figure 7 Schematic diagram of the connection between the chiller, the battery pack system and the XCU assembly according to an embodiment of the present invention.

[0030] Figure 8 is a connection diagram of a DC charging guiding unit according to an embodiment of the present invention.

[0031] Fig. 9 4 is a connection diagram of an AC charging guide unit according to an embodiment of the present invention.

[0032] Fig.10 is a connection diagram of a DC charging model according to an embodiment of the present invention.

[0033] Fig.11 is a connection diagram of an AC charging model according to an embodiment of the present invention.

[0034] Fig.12 4 is a circuit schematic diagram of a high-voltage pre-charge relay box according to an embodiment of the present invention.

[0035] Fig.13 is a diagram of an accelerator pedal simulation signal according to an embodiment of the present invention.

[0036] Fig.14 is a structural schematic diagram of an electric vehicle power domain testing system according to an embodiment of the present invention;

[0037] Fig.15 It is a schematic structural diagram of the first environmental chamber of an embodiment of the present invention.

[0038] Fig.16 : is a schematic diagram of the structure of the adjustable fixture of an embodiment of the present invention (the first environmental chamber is hidden);

[0039] Fig.17 4 is a top view of an adjustable fixture according to an embodiment of the present invention.

[0040] Fig.18 yes Fig.17 A cross-sectional view of the adjustable fixture taken at AA is shown.

[0041] Fig.19 yes Fig.17 A cross-sectional view of the adjustable fixture at BB is shown.

[0042] Fig. 20 Schematic diagram of the structure of the dynamometer assembly according to an embodiment of the present invention. DETAILED DESCRIPTION

[0043] The concept, specific structure and technical effects of the present invention will be clearly and completely described below in combination with the embodiments and drawings to fully understand the purpose, scheme and effect of the present invention.

[0044] It should be noted that, unless otherwise specified, when a feature is referred to as being "fixed" or "connected" to another feature, it may be directly fixed or connected to another feature, or it may be indirectly fixed or connected to another feature. The singular forms "a", "said" and "the" used herein are also intended to include the plural forms, unless the context clearly indicates otherwise. In addition, unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art. The terms used in this specification are intended only to describe specific embodiments and are not intended to limit the invention. The term "and / or" used herein includes any combination of one or more of the related listed items.

[0045] It should be understood that, although the term first, second, third etc. may be adopted to describe various elements in the present disclosure, these elements should not be limited to these terms. These terms are only used to distinguish the same type of elements from each other. For example, without departing from the scope of the present disclosure, the first element may also be referred to as the second element, and similarly, the second element may also be referred to as the first element. The use of any and all examples or exemplary language ("for example", "such as" etc.) provided herein is only intended to better illustrate embodiments of the present invention, and unless otherwise required, the scope of the present invention will not be limited.

[0046] Reference Figures 1 to 13In some embodiments, an electric vehicle power domain test system with simulation function according to the technical solution of the present invention includes a real-time simulation control model, a test bench control unit, a CMU simulation unit, a thermal management unit, a DC charging guidance unit, an AC charging guidance unit and a test object, wherein the test object includes an XCU assembly and a battery pack system, wherein the real-time simulation control model includes a battery pack simulation model; the battery pack simulation model simulates the corresponding working timing and sends it to the XCU assembly through CAN communication, so that the XCU assembly relay is closed to form a high-voltage system closed-loop network.

[0047] The present invention is based on a battery pack system and an XCU (X-Control Unit) assembly, wherein the XCU assembly includes an on-board charger assembly ODP (OBC, DC-DC, PDU), a vehicle controller VCU (Vehicle Control Unit), an electric drive assembly and a battery management system BMS (Battery Management System), and provides a multi-dimensional digital intelligent measurement and control system and a testing method, which can be connected to both hardware-in-the-loop simulation and a real test module, and more advantageously provide data comparison and verification, thereby facilitating the development of a vehicle's power domain system, integrated production and after-sales fault reproduction testing, and can complete some winter and summer standard experiments on the measurement and control system bench, greatly saving time and economic costs.

[0048] The high-precision intelligent electric vehicle power domain test system of the present invention includes a real-time simulation control model, a bench control unit, a battery pack water channel and an environmental chamber unit, an XCU assembly water channel and an environmental chamber unit, a CMU (Cell Monitor Unit) simulation unit, a thermal management unit, a DC charging guide unit, an AC charging guide unit, a scene playback unit, a test scene rendering unit, a low-voltage conditioning module, and a low-voltage communication module, as well as a device under test (DUT). Figure 2 The DUT under test includes the XCU assembly, the battery pack system, the BMU module, and the PTC and ACCM simulation modules (PTC, Positive Temperature Coefficient Heater, positive temperature coefficient heater; ACCM, Auxiliary Control Module) in the thermal management unit. Furthermore, the test bench control system is also provided with a battery pack low-voltage power supply unit, which is used to provide low-voltage power supply for the battery pack system, including KL30 / KL15 power supply and CPRS power supply.

[0049] Here is a specific example to illustrate, see Figure 1The test bench measurement and control system of the present invention is provided with a real-time simulation control model, a test bench control unit, a battery pack water circuit and environmental chamber unit, an XCU assembly water circuit and environmental chamber unit, a power and signal control unit, a thermal management unit and a low-voltage test and monitoring model.

[0050] Among them, the real-time simulation control model is equipped with a driver simulation model, a longitudinal dynamics simulation model, a road spectrum and operating condition model, an accelerator pedal simulation model, a brake pedal simulation model, a gear control simulation model, a capacity recovery management model, a chassis signal simulation model, an ECU (Electronic Control Unit) message simulation model, a cycle operating condition import model, a driving scene playback model, a road scene playback model, a DC charging model, an AC charging model, a battery pack simulation model and a V2L discharge simulation unit.

[0051] Among them, the test bench control unit is provided with a first dynamometer, a first connecting half shaft, a first torque speed sensor, a second dynamometer, a second connecting half shaft, a second torque speed sensor, a power frequency conversion cabinet, a test bench microcontroller and a test bench host computer control software. The battery pack water circuit and environmental chamber unit is provided with a first channel of a chiller and a battery pack environmental explosion-proof chamber. The XCU assembly water circuit and environmental chamber unit is provided with a second channel of a chiller and an XCU total environmental chamber. The power and signal control unit is provided with a first battery simulator, a second battery simulator, a power grid simulator, a high-voltage DC load simulation device, a low-voltage direct load simulation device, an AC load simulation device, a DC charging guide device, an AC charging guide device and a pre-charging circuit control unit.

[0052] Among them, the thermal management unit includes a thermal management chiller, a thermal management IO simulation device, a thermal management analog quantity conditioning device, a thermal management communication unit and a thermal management fault injection device. The low-voltage test and monitoring model is provided with a CMU simulation model microcontroller unit, a test scene rendering unit, a power test and analysis unit, a BOB box device, an XCU assembly signal simulation device, an XCU assembly fault injection device, a battery pack signal simulation device, a battery pack fault injection device, a total host computer control software, a high-voltage power switching unit, a low-voltage hard-line switching unit, an XCU assembly low-voltage power supply unit, a battery pack low-voltage power supply unit, a test system monitoring unit, a first insulation detection device, a second insulation detection device and a third insulation detection device.

[0053] The present invention not only includes partial test benches in the power domain and basic hard-wire signal simulation, but also introduces environmental explosion-proof chambers and chiller devices, which are close to real vehicle testing and extreme working condition testing, and provide a real test environment for problem reproduction, thereby ensuring the authenticity and consistency of the test, and providing great convenience for design and development. The present invention can support all-in-one assembly testing, independent testing of a single controller, pure virtual simulation testing and semi-physical closed-loop testing, as close to the real vehicle test scenario as possible, and can simulate the real vehicle environment for fault injection and fault reproduction, which greatly ensures the authenticity and validity of the test data.

[0054] See specifically Figures 2 to 3 The bench measurement and control system of the present invention is provided with a high-voltage power line and a low-voltage hard line (i.e., a low-voltage bus), and the high-voltage power line is connected with the XCU assembly, the CMU simulation unit, the DC charging guide unit, the AC charging guide unit, the PTC and ACCM simulation modules in the thermal management unit, the power test and analysis unit, the V2L discharge simulation unit, the DC-DC simulation unit, the DC discharge unit, and the safety monitoring unit. The low-voltage hard line is connected with the XCU assembly, the battery pack system, the BMU module, and the thermal management unit as the DUT under test, and is connected with the second channel of the chiller and the bench microcontroller, and the low-voltage hard line is connected to the high-voltage power line. The present invention uses a high-voltage power switching unit and a low-voltage hard line switching unit to achieve support for all-in-one assembly testing, independent testing of a single controller therein, and also supports pure virtual simulation testing and semi-physical closed-loop testing.

[0055] In some embodiments, the test bench control unit of the present invention includes a first dynamometer, a first connecting half shaft, a first torque speed sensor, a second dynamometer, a second connecting half shaft, a second torque speed sensor, a power frequency conversion cabinet, a test bench microcontroller and a test bench host computer software. Figure 2 The dynamometer is connected to the reducer of the XCU assembly through a connecting half shaft. Specifically, the first dynamometer is connected to the reducer of the XCU assembly through a first connecting half shaft, and the second dynamometer is connected to the reducer of the XCU assembly through a second connecting half shaft. It should be noted that the dynamometer and the XCU assembly need to be aligned, and further, the offset angle between the two is ≤5°.

[0056] In some embodiments, the test bench control unit of the present invention also includes an XCU assembly under test. Figure 2The XCU assembly is used to send and receive control communication signals, wherein control communication includes CAN communication. The XCU assembly is also used to receive and send communication signals of each controller, receive DC charging communication protocols, receive and send battery pack system-related communication protocols, receive and chassis-related communication protocols, and electronic oil pump-related communication protocols. Among them, LIN communication is used to receive and send thermal management-related communication protocols. Among them, the low-voltage hard-wire signal includes temperature simulation signals and IO switch signal simulation. Furthermore, an XCU assembly low-voltage power supply unit is also provided, and the XCU assembly low-voltage power supply unit is used to provide low-voltage power supply for the XCU assembly, including KL30 / KL15 and CEM wake-up power supply.

[0057] Specifically, the dynamometer is connected to the XCU assembly reducer via a connecting half-shaft, and the test bench real-time simulation control model sends the speed signal and torque signal to the test bench microcontroller via CAN communication. The test bench microcontroller controls the dynamometer to perform acceleration and deceleration, and sends the real torque speed signal to the simulation model via CAN communication for closed-loop control, and sends the speed signal to the XCU assembly at the same time. It should be noted that the first dynamometer and the second dynamometer are collectively referred to as dynamometers, the first connecting half-shaft and the second connecting half-shaft are collectively referred to as connecting half-shafts, and the first torque speed sensor and the second torque speed sensor are collectively referred to as torque speed sensors.

[0058] In some embodiments, the bench real-time simulation control model of the present invention includes a longitudinal dynamics simulation model and a driver simulation model. Among them, the driver model includes setting an integral coefficient, a proportional coefficient and a ratio coefficient, and outputs an accelerator pedal opening value (i.e., an accelerator pedal opening value) and a brake pedal opening value by obtaining the driver's true intention. Specifically, the driver simulation model inputs the vehicle gear information, working mode and current speed before the longitudinal dynamics simulation model runs. Note that the torque speed sensor feedback speed unit is rpm, and the speed unit mps needs to be converted according to the vehicle tire radius. Finally, the accelerator pedal opening and the brake pedal opening are calculated according to the model. The accelerator pedal opening is sent to the XCU assembly via a low-voltage hard-line signal, at least one analog voltage signal ACC1_POS and one PWM wave signal ACC1_PWM.

[0059] Furthermore, the real-time simulation control model is also provided with an energy recovery management model, which is used to simulate the energy recovery function verification under the whole vehicle state. Furthermore, the real-time simulation control model is also provided with a V2L discharge simulation unit, which is an AC electronic load, used to test the AC external discharge function.

[0060] In some embodiments, the longitudinal dynamics simulation model of the present invention is provided with vehicle accelerator pedal opening, motor reduction ratio, vehicle weight, tire radius, vehicle speed, road slope, brake pedal opening, maximum torque, rolling resistance coefficient, and frontal area parameters, and calculates the vehicle output torque, speed, and acceleration, and sends the speed and acceleration parameters to the test bench control unit via CAN communication.

[0061] Specifically, the longitudinal dynamics simulation model is limited by the test bench control system and only considers the longitudinal force of the vehicle. The forces acting on the vehicle during driving include the force loaded on the XCU assembly, the forward air resistance, rolling resistance, ramp resistance and acceleration resistance, so the formula is as follows:

[0062] F Veh =F x -F aero -R x -mgsinα-F a Formula 1

[0063] In the formula, F Veh is the total torque, F x The driving force is obtained through the feedback of the XCU assembly, F aero is the air resistance, R x is the rolling resistance, mgsinα is the ramp resistance, F a is the acceleration resistance. Therefore, Formula 1 can be transformed into:

[0064]

[0065] In the formula, C d is the air resistance coefficient, A is the frontal area, V is the vehicle speed, m is the vehicle weight, g is the acceleration of gravity, f is the rolling resistance coefficient, and α is the road slope in degrees.

[0066] The vehicle force is obtained according to the above formula 1 and formula 2, and the driving speed and acceleration at the next moment are calculated according to the current driving speed, and the driving speed and acceleration are sent to the test bench microcontroller through CAN communication. The dynamometer takes action after receiving the driving speed and acceleration signals. Note that the current road slope needs to be converted into radian information and sent to the XCU assembly through CAN communication, where a negative radian value represents an uphill slope and a negative radian value represents a downhill slope.

[0067] The present invention reads the actual vehicle torque IsgTqAct through the XCU assembly, feeds back the actual vehicle speed and the brake pedal opening fed back by the driver model through the torque speed sensor, outputs the vehicle speed and acceleration, sends the calculated vehicle speed to the test bench microcontroller through CAN communication, controls the first dynamometer and the second dynamometer to work in the torque speed mode, and sends the actual vehicle speed to the XCU assembly signal quantity VehSpdLgtA through CAN communication. It should be noted that the actual vehicle torque IsgTqAct is the working torque value of the XCU assembly motor without passing through the reducer, which needs to be multiplied by the reduction ratio to be converted into wheel-end torque, and the output vehicle speed unit mps is converted into the dynamometer speed rpm according to the vehicle tire radius.

[0068] In some embodiments, the bench real-time simulation control model of the present invention also includes a battery pack simulation model. The battery pack simulation model establishes a model with the battery cell as the smallest unit, which includes single cell voltage, current, temperature and balance, including energy consumption management to form a battery system model. Specifically, the battery pack simulation model includes three aspects. The first is to simulate the voltage, current and temperature parameters of the battery system and battery cells; the second is to simulate the thermal management and power loss parameters of the battery system and battery cells; the third is the main positive relay signal HBMS_MainPosCntsts simulation, the main negative relay signal HBMS_MainNegCntsts simulation, the pre-charge relay signal PreChrgCntsts simulation, and the relay status signal HBMS_SysMod simulation. The purpose of the battery pack simulation model is to simulate the corresponding working sequence and send it to the XCU assembly through CAN communication, so that the XCU assembly relay is closed to form a high-voltage system closed-loop network.

[0069] In some embodiments, the battery pack simulation model of the present invention is established based on the cell level, and is provided with the number of cell series and parallel levels, charge and discharge flags, initial SOC, initial ambient temperature and cooling level. The cooling level is adaptively adjusted according to the current temperature in the battery pack simulation model to calculate the single cell temperature and the overall temperature. It should be noted that according to the law of conservation of energy and the relationship between electrical energy and chemical energy conversion, the total power of the battery must take into account the power loss caused by heat. This part of the calculation needs to be multiplied by the corresponding proportional coefficient to ensure accuracy. Therefore, this part of the impact needs to be considered when calculating the SOC value.

[0070] The battery pack simulation model of the present invention is composed of an RC third-order equivalent circuit, and the open circuit voltage U oc There will be some deviation, so the accurate value can be obtained by table lookup to approximate the real battery system. It should be noted that these parameter values ​​will change during the charging and discharging process, so it is necessary to accurately estimate the open circuit voltage, polarization internal resistance and polarization capacitance based on the electrochemical properties of the battery system. For details, see Figure 4The equivalent circuit model of the battery pack simulation model includes the open circuit voltage source R oc , a first circuit consisting of a first resistor R1 and a first capacitor C1 connected in parallel, a second circuit consisting of a second resistor R2 and a second capacitor C2 connected in parallel, and a third circuit consisting of a third resistor R3 and a third capacitor C3 connected in parallel, wherein the first circuit, the second circuit and the third circuit are connected in sequence, and the other end of the third circuit is the output positive terminal U out +, open circuit voltage supply U oc The negative terminal of the battery is connected to one end of the fixed resistor R, and the other end of the fixed resistor R is connected to the output negative terminal U out -, open circuit voltage supply U oc The positive segment is connected to the first circuit.

[0071] Among them, the cell voltage is calculated as follows.

[0072] U out = U oc -U R -U R1C1 -U R2C2 -U r3C3 Formula 3 Wherein, Formula 3 can be converted into the following Formula 4:

[0073]

[0074] Where U out is the cell terminal voltage, I is the current, R oc is the open circuit voltage, R is the fixed resistance of the battery cell, R1 is the ohmic polarization resistance, R2 is the electrochemical polarization internal resistance, R3 is the concentration difference polarization internal resistance, C1 is the ohmic polarization capacitance, C2 is the electrochemical polarization capacitance, and C3 is the concentration difference polarization capacitance.

[0075] The present invention can convert the battery pack simulation model and the associated hardware into the following test scenarios through the high-voltage power switching unit and the low-voltage hard-line switching unit, wherein the first simulator and the second battery simulator are collectively referred to as battery simulators, and the battery simulator high-voltage circuits HV+ and HV- are connected to the main positive and main negative of the XCU assembly high-voltage bus through the high-voltage power switching unit, and the first insulation detection device is installed in the main positive circuit of the XCU assembly high-voltage bus, and the second insulation detection device is installed in the main negative circuit of the XCU assembly high-voltage bus. It should be noted that the high-voltage power switching unit uses a low-voltage IO electric shock to control the high-voltage relay, which is used for high-voltage partial power switching in different test scenarios.

[0076] In some specific embodiments, the battery pack simulation model of the present invention can be combined with the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charge loop control unit to form a simulated battery pack system. Through the high-voltage power switching unit, the low-voltage hard-line switching unit and the XCU assembly bench test scenario.

[0077] In some specific embodiments, the battery pack simulation model of the present invention can form a simulated battery pack system with the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charge circuit control unit. The DC charging scene is formed by the high-voltage power switching unit, the low-voltage hard-line switching unit, the DC charging guidance device and the DC charging model, and the charging guidance communication protocol is formed by CAN communication with the XCU assembly.

[0078] In some specific embodiments, the battery pack simulation model of the present invention can form a simulated battery pack system with the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charge circuit control unit. The AC charging scene is formed through the high-voltage power switching unit, the low-voltage hard-line switching unit, the XCU assembly, the AC charging guide unit and the AC charging model.

[0079] In some specific embodiments, the battery simulation model of the present invention can form a simulated battery pack system with the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charge circuit control unit. A DC discharge scenario is formed by a high-voltage power switching unit, a low-voltage hard-line switching unit and a second battery simulator (operating in a DC load mode).

[0080] In some specific embodiments, the battery simulation model of the present invention can form a simulated battery pack system with the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charge circuit control unit. Through the high-voltage power switching unit and the low-voltage hard-line switching unit, the XCU assembly works in the V2L mode to form an AC discharge scenario with the AC electronic load.

[0081] In some embodiments, the battery pack water circuit and environmental chamber unit of the present invention are used to provide the required operating temperature and flow for the test of the battery pack system of the object under test, simulate the cooling system in the thermal management system, and the environmental explosion-proof chamber simulates the temperature and humidity environment of the battery operation, and the equipment is compatible with the safety explosion-proof function. When the battery pack water circuit and environmental chamber unit are connected to the real battery pack system scenario, the water inlet and outlet of the battery pack system are connected to the water inlet and outlet of the first channel of the chiller to provide cooling management and actual working environment for the battery pack system. Among them, the cooling management part of the XCU assembly is associated with the chiller through a real-time simulation control model. The XCU assembly sends the requested temperature and flow through CAN communication. The chiller controls the operation of the first channel according to the requested temperature and flow, and realizes the closed-loop simulation of the battery pack system and the cooling system. Furthermore, the battery pack environmental explosion-proof chamber customizes the working temperature and humidity of the battery system according to the test requirements, can simulate extreme working conditions, verify the drift state of the parameters of the power electronic devices of the battery system, and calibrate the parameters of the battery system. It is understandable that for safety reasons the environmental chamber has explosion-proof functions. It can control the sprinkler system to extinguish the fire according to the smell and smoke conditions in the environmental chamber at the first time, and is equipped with building trenches to discharge the fire water out of the chamber to ensure the safety of the system.

[0082] In some embodiments, the XCU assembly water circuit and environmental chamber unit of the present invention is used to provide the required working temperature and flow for the XCU assembly test of the object under test, simulate the cooling system in the thermal management system, and the environmental chamber simulates the temperature and humidity environment of the XCU assembly. In the actual connection scenario of the XCU assembly system, the XCU assembly water circuit and environmental chamber unit are connected to the water inlet and outlet of the second channel of the chiller to provide cooling management and actual working environment for the XCU assembly system. The XCU assembly is associated with the chiller through a real-time simulation control model. The XCU assembly sends the requested temperature and flow through CAN communication. The chiller controls the operation of the second channel of the chiller according to the request information, realizing the closed-loop simulation of the XCU assembly and the cooling system. The electric drive environmental chamber (i.e., the XCU assembly environmental chamber) customizes the temperature and humidity of the system according to the test requirements, can simulate extreme working conditions, verify the drift state of the parameters of the XCU assembly power electronic devices, and calibrate the battery system parameters.

[0083] In some embodiments, the CMU simulation unit of the present invention is used to simulate the CMU (Cell Management Unit) daisy chain communication simulation test. The simulation signals include the number of battery series and parallel levels, single cell voltage, current and temperature, and balance. Together with the pre-charge loop control unit, the current Hall sensor, the first battery simulator, and the BMU (Battery Management Unit) board in the BMU module of the object under test, they constitute the CMU simulation unit.

[0084] In some embodiments, the thermal management unit of the present invention is used to simulate the thermal management part of the whole vehicle system, including a thermal management chiller, a thermal management IO simulation device, a thermal management analog quantity device, a thermal management communication unit and a thermal management fault injection device, and at least through one LIN communication signal, the IO relay signal and the simulated temperature signal are connected through a low-voltage hard line and the XCU assembly.

[0085] In some embodiments, the DC charging guidance unit of the present invention is used to simulate the DC charging guidance process. The DC charging guidance unit includes a basic high-voltage circuit, a low-voltage hard-line signal, and a charging message, and also includes a first insulation detection device, a second insulation detection device, and a fault injection unit to provide DC charging and test status for the XCU assembly and battery pack system under test.

[0086] See specifically Figure 8 The simulated resistance main control board in the DC charging guide unit is connected to multiple resistance relay boards, for example, seven resistance relay boards are connected, and the seven resistance relay boards correspond to seven addresses, which can be specifically ID000 / ID001 / ID010 / ID011 / ID100 / ID101 / ID110. Correspondingly, the DC charging guide unit is provided with seven switches, namely the 31st switch K31, the 32nd switch K32, the 33rd switch K33, the 34th switch K34, the 35th switch K35, the 36th switch K36 and the 37th switch K37. A simulated in-vehicle socket resistor is provided between the charging gun and the terminal of the DC charging guide unit, and a simulated in-vehicle socket resistor is provided between the charging gun and the vehicle.

[0087] Furthermore, the DC charging guiding unit is connected to a DC charging model, see Fig.10 The DC charging model, the vehicle interface includes a DC vehicle plug and a DC vehicle socket, the DC vehicle plug is used to connect the off-board charger control device, the DC vehicle socket is used to connect the vehicle control device and the battery pack system, the on-off between the off-board charger control device and the DC vehicle plug is controlled by the first switch K1 and the second switch K2, the on-off between the DC vehicle socket and the battery pack is controlled by the fifth switch K5 and the sixth switch K6, the on-off between the off-board charger control device and the vehicle control device is controlled by the third switch K3 and the fourth switch K4, and detection point 1 and detection point 2 are respectively set at the off-board charger control device and the vehicle control device.

[0088] In some embodiments, the AC charging guidance unit of the present invention is used to simulate the AC charging guidance process. The AC charging guidance unit includes a basic high-voltage circuit, a low-voltage hard-line signal, and also includes a third insulation detection device and a fault injection unit to provide AC charging and test status for the XCU assembly and battery pack system under test. Figure 4The AC guidance unit includes a power grid simulator, a third insulation detection device, an AC guidance box and an AC charging model, which together constitute an AC charging guidance unit. The AC guidance unit is compatible with the fault injection function. The resistance value of the guidance device is set through serial communication and the guidance unit relay is controlled to open or close through the IO relay in the real-time system to inject faults into AC charging. It is understandable that before conducting the guidance test, for safety reasons, it is necessary to determine the maximum charging voltage and maximum charging current of the XCU assembly OBC as the guidance device power.

[0089] See specifically Fig. 9 The analog resistance main control board of the AC charging guide unit is connected to multiple resistance relay boards, such as four resistance relay boards. Multiple control switches are set between the external AC input and the gun head, as well as CP detection points, CC detection points and CP, and the on-off is controlled by the fourth third switch, the fourth fourth switch, the fourth fifth switch and the fourth sixth switch to achieve different functions. Further, the AC charging guide unit is connected to an AC charging model, see specifically Fig.11 The vehicle interface of the AC charging model includes an AC vehicle plug and an AC vehicle socket, the AC vehicle plug is connected to the power supply equipment, and the AC vehicle socket is connected to the electric vehicle, wherein a first switch and a first second switch are arranged between the power supply equipment and the on-board charger of the electric vehicle, a power supply control device in the power supply equipment is arranged with a detection point 1, a vehicle control device in the electric vehicle is arranged with a detection point 2 and a detection point 3, and a second first switch S22 and a second second second switch S22 are arranged between the power supply control device and the on-board charger.

[0090] In some embodiments, the scene playback unit of the present invention is used for actual vehicle test data playback. The scene playback unit is provided with driving scene playback, road scene playback and cyclic working condition import. The actual vehicle operation data is imported into the bench test system, and the communication signal and hard-wire signal control part are mapped with the bench system through communication messages, and the feedback signal is sent to the XCU assembly and the driver simulation model, longitudinal dynamics simulation model, accelerator pedal simulation model, brake pedal simulation model and gear control simulation model to form a scene playback unit.

[0091] Furthermore, the accelerator pedal simulation model is used to simulate the accelerator pedal signal received by the XCU assembly, including at least one analog signal and one PWM wave signal (see Fig.13 ). The brake pedal simulation model is used to generate braking torque in the test bench system, and the vehicle speed and vehicle acceleration signals are transmitted to the test bench control system through CAN communication. The gear control simulation model is used to simulate the working state of the whole vehicle, simulate the high pressure on the door opening, generate braking torque and caliper signals, and simulate gear control.

[0092] In some embodiments, the test scene rendering unit of the present invention is used for 3D visual reproduction in the test bench control system, real-time simulation control system output road parameters, and vehicle speed signal to observe the vehicle operation status through scene rendering.

[0093] In some embodiments, the low-voltage conditioning module of the present invention is used to simulate the control signals required by the XCU assembly and the battery pack system, including analog signals and IO relay signals. In some embodiments, the low-voltage communication module of the present invention is used to simulate the CAN communication and LIN communication signals when the XCU assembly and the battery pack system under test are working, and send ECU node simulation messages to enable the normal operation of the vehicle system.

[0094] In some specific embodiments, see Fig.10 , a first control switch S1, a second control switch S2, a third control switch S3, a fourth control switch S4, a fifth control switch S5, a sixth control switch S6 and a seventh control switch S7 are arranged between the male and female ends of the high-voltage pre-charge relay box of the present invention. Specifically, the first control switch S1 is a main positive relay, which is used to connect the positive pole of the battery pack and the positive pole loop of the external load. The second control switch S2 is a main negative relay, which is used to connect the negative pole of the battery pack and the negative pole loop of the external load. The third control switch S3 is a pre-charge relay, which is used to connect the positive pole of the battery pack and the positive pole pre-charge loop of the external load. Among them, in the closed loop of the battery pack and the external load, the order is to close the pre-charge relay first, and after the voltage in the positive pole loop is balanced, the main negative relay is closed second, and the main positive relay is closed last. The disconnection order is opposite to the closing order. The fourth control switch S4 is a non-resistive load bypass simulation relay. The fifth control switch S5 is an emergency stop simulation relay, which can be used as an emergency stop fault injection simulation, and at the same time, it can be used as an emergency stop switch loop when a problem occurs in the loop. The sixth control switch S6 simulates a main positive sticking relay, and the seventh control switch S7 simulates a main negative sticking relay.

[0095] Reference Fig.14 Fig. 20According to the technical solution of the present invention, the pure electric vehicle power domain measurement and control system includes a body 100, including a first room 110, a second room 120, a first environmental chamber 200, a dynamometer component 300, a first temperature control unit 400, a second environmental chamber 500 and a second temperature control unit 600. The first environmental chamber 200 is arranged in the first room 110, and the first environmental chamber 200 is used to place the electric drive structure to be tested. The dynamometer component 300 is arranged in the first room 110, and the dynamometer component 300 is used to provide a test load for the electric drive structure. The control unit 400 is arranged in the first room 110 and connected to the first environmental chamber 200. The first temperature control unit 400 is used to adjust the temperature and humidity in the first environmental chamber 200. The second environmental chamber 500 is arranged in the second room 120. The second environmental chamber 500 is used to place the battery structure to be tested. The side of the second environmental chamber 500 is provided with a threading hole for connecting the battery structure. The second temperature control unit 600 is arranged in the second room 120 and connected to the second environmental chamber 500. The second temperature control unit 600 is used to adjust the temperature and humidity in the second environmental chamber 500.

[0096] During the test, the electric drive structure and the battery structure are electrically connected to each other, and combined with the test load provided by the dynamometer assembly 300 to the electric drive structure, and the temperature and humidity of different working conditions provided by the first environmental chamber 200 and the second environmental chamber 500 to the electric drive structure and the battery structure, various road conditions and working conditions of new energy vehicles during driving are simulated for testing. Two power simulators are also provided in the first room 110. One of the two power simulators will directly simulate the battery to provide direct current to the electric drive structure, and the other can simulate the charger to charge the battery or simulate the battery to consume power. The electric drive structure can be tested alone or the battery structure can be tested alone through the power simulator.

[0097] The application of the above-mentioned pure electric vehicle power domain measurement and control system has at least the following beneficial effects: by integrating the first room 110 with the first environmental chamber 200 and the second room 120 with the second environmental chamber 500 into a main body 100, and respectively regulating the temperature and humidity in the first environmental chamber 200 and the second environmental chamber 500 through the first temperature control unit 400 and the second temperature control unit 600, the electric drive structure and the battery structure can be respectively placed in different working conditions during the actual operation of the new energy vehicle, and a load is applied to the electric drive structure through the dynamometer component 300 to simulate the load conditions in actual driving, thereby completing the synchronous test of the electric drive structure and the battery structure, and real-time working condition adjustment test can also be performed to improve the overall test efficiency.

[0098] According to some embodiments of the present invention, the first environmental chamber 200 includes a chamber body 210, a chamber cover 220, an adjustable fixture and a base 700. The chamber body 210 is disposed in the first room 110. Two sides of the chamber body 210 are provided with clearance holes 211, and the clearance holes 211 are used to allow the dynamometer assembly 300 to extend into the chamber body 210. The chamber cover 220 is hinged to the chamber body 210, and the chamber cover 220 is used to close the chamber body 210. The adjustable fixture is disposed in the chamber body 210 and is used to clamp the electric drive structure. The adjustable fixture of the base 700 and the dynamometer assembly 300 are both movably connected to the base 700, and the first temperature control unit 400 is connected to the warehouse body 210. The first temperature control unit 400 adjusts the temperature and humidity in the warehouse body 210. The warehouse cover 220 can close the warehouse body 210, so that the temperature and humidity of the warehouse body 210 remain basically unchanged and are not affected by external environmental factors. A lifting lug is provided on the warehouse cover 220, and the warehouse cover 220 can be lifted by a crane or a crane arm, thereby opening the warehouse body 210 to place or grab the electric drive structure.

[0099] According to the present invention, the pure electric vehicle power domain measurement and control system includes an adjustable fixture, which includes: a support member 230, a first adjustment member 240, a plurality of second adjustment members 250, a lifting assembly 260 and a clamping member 270, wherein the support member 230 is movably arranged on the base 700; the first adjustment member 240 is arranged on the support member 230 along the X-axis direction; a plurality of second adjustment members 250 are movably arranged on the first adjustment member 240, and are arranged along the Y-axis direction, and the plurality of second adjustment members 250 are independent of each other; the lifting assembly 260 is movably arranged on the second adjustment member 250, and the number of the lifting assemblies 260 at least matches the number of the second adjustment members 250; the clamping member 270 is arranged on the lifting assembly 260, and the lifting assembly 260 is used to drive the clamping member 270 to move along the Z-axis direction, and the clamping member 270 is used to clamp the electric drive structure.

[0100] The adjustable fixture clamps the electric drive structure through three clamping members 270, and moves the second adjusting member 250 on the first adjusting member 240 along the X-axis direction to realize the movement of the electric drive structure to be tested along the X-axis direction. The multiple second adjusting members 250 are independent of each other on the first adjusting member 240 and are different from each other along the X-axis direction. Therefore, the X-axis direction spacing between the multiple clamping members 270 can be changed. The multiple lifting components 260 move along the Y-axis direction on the second adjusting member 250 to change the Y-axis direction spacing between the multiple clamping members 270, so that it can adapt to the clamping of electric drive structures to be tested of various specifications. At the same time, the multiple lifting components 260 can be independently adjusted to lift and lower for leveling, or lifted and lowered at the same time to make the electric drive structure to be tested flush with the test device.

[0101] According to some embodiments of the present invention, the first adjusting member 240 is configured as two parallel first slide rails, and two parallel first T-slots 241 are provided on the first slide rails along the X-axis direction. The second adjusting member 250 is movably provided in the first T-slot 241, and a first slider 242 is movably provided in the first T-slot 241. A bolt is provided on the second adjusting member 250, and the lower end of the bolt is connected to the first slider 242. The first slider 242 can slide in the first T-slot 241. The second adjusting member 250 is connected to the first slider 242 by the bolt. Under the action of the first slider 242, the second adjusting member 250 can also slide along the first T-slot 241, that is, it can move along the X-axis direction. The multiple second adjusting members 250 move independently of each other, so that the multiple second adjusting members 250 can produce different displacements in the X-axis direction, thereby causing the spacing between the multiple clamping members 270 along the X-direction to change.

[0102] According to some embodiments of the present invention, a plurality of support members 230 are provided, and the plurality of support members 230 are divided into two groups. The two groups of support members 230 are respectively used to support the two first slide rails. In the present embodiment, three support members 230 are provided in each group, and the three support members 230 are arranged in an array below the first slide rail. The support member 230 is movably provided on the base 700, and the base 700 is provided with third T-slots 701 arranged alternately along the X-axis direction and the Y-axis direction, respectively. The lower end of the support member 230 is movably connected to the third T-slot 701 by a bolt, and the bolt is movably arranged in the third T-slot 701, so as to ensure that the support member 230 can move along the third T-slot 701 in the X-axis direction or the Y-axis direction during adjustment, and no displacement in other directions will occur.

[0103] According to some embodiments of the present invention, the second adjusting member 250 is configured as a second slide rail, and two parallel second T-slots 251 are provided on the second slide rail along the Y-axis direction. The lifting assembly 260 is movably provided on the second T-slot 251. A plurality of second adjusting members 250 are arranged parallel to each other. The lifting assembly 260 includes: a mounting seat 261, movably provided on the second T-slot 251; a rotating member 262, rotatably connected to the mounting seat 261, and the rotating member 262 is provided with an internal thread; a screw 263, threadedly connected to the rotating member 262, and a mounting plate 2631 is provided on the top of the screw 263, and a clamping member 270 is provided on the mounting plate 2631, and a mounting plate 2631 is provided on the mounting plate 2631. The mounting seat 261 can move along the second T-slot 251 on the second adjusting member 250, that is, move along the Y-axis direction. The multiple lifting components 260 move independently of each other, that is, the multiple mounting seats 261 move independently of each other in the Y-axis direction, so that the spacing between the multiple clamping members 270 on the multiple mounting seats 261 in the Y-axis direction changes. Combined with the above-mentioned spacing change in the X-axis direction, the multiple clamping members 270 can be adapted to install a variety of electric drive structures of different specifications, the versatility of the adjustable fixture is enhanced, and there is no need to prepare multiple sets of different fixtures for testing, which saves storage costs and time for replacing fixtures and improves testing efficiency.

[0104] According to some embodiments of the present invention, it also includes a clamp 2611, and the side opening of the mounting seat 261 is set. The clamp 2611 is arranged on both sides of the opening. The clamp 2611 is connected by bolts. The clamp 2611 is used to tighten the screw 263. When the height of the electric drive structure needs to be adjusted, the bolts at the clamp 2611 are loosened to make the two clamps 2611 in a relaxed state. At this time, the mounting seat 261 is in a relaxed state. The rotating member 262 is rotated to rotate the screw 263 while driving the mounting seat 261 to move up and down to the height that needs to be adjusted. Then the bolts are tightened so that the clamp 2611 clamps the mounting seat 261, thereby clamping the screw 263 and the rotating member 262 so that the two cannot rotate, thereby locking the entire lifting assembly 260 to keep the electric drive structure at the corresponding height.

[0105] According to some embodiments of the present invention, a second slider 252 is movably provided in the second T-slot 251, and a bolt is provided on the mounting seat 261. The lower end of the bolt is connected to the second slider 252. The second slider 252 can slide in the second T-slot 251, and the second T-slot 251 guides the second slider 252 to ensure that the second slider 252 can only slide along the Y-axis direction. The mounting seat 261 is connected to the second slider 252 by bolts, so that the mounting seat 261 can move along the Y-axis direction in the second T-slot 251.

[0106] According to some embodiments of the present invention, two ear plates 2632 are symmetrically provided on the mounting plate 2631, and the ear plates 2632 are rotatably connected to the clamping member 270 on both sides through a rotating shaft. The clamping member 270 rotatably connected to the ear plates 2632 can be rotated at a certain angle to adapt to the connection structure of the electric drive structure with different structures.

[0107] According to some embodiments of the present invention, the dynamometer assembly 300 includes two support frames 310 and two dynamometers 320. The two support frames 310 are respectively arranged on both sides of the warehouse body 210 and are both movably connected to the base 700. The two dynamometers 320 are respectively arranged on the two support frames 310 for connecting and testing the electric drive structure. The base 700 is provided with a handle 720 and a screw structure 710. The support frame 310 is rotatably connected to the screw structure 710. The handle 720 is used to drive the screw structure 710 to rotate, so that the support frame 310 moves on the base 700. Before the test, the handle 720 is used to drive the lead screw structure 710 to rotate, so that the dynamometers 320 on both sides of the warehouse body 210 are driven by the support frame 310 to move away from the warehouse body 210. After the electric drive structure is placed in the warehouse body 210, the handle 720 is used to drive the lead screw structure 710 to rotate in the opposite direction, so that the two support frames 310 move toward the warehouse body 210, thereby moving the two dynamometers 320 toward the warehouse body 210, and the output shafts of the dynamometers 320 extend into the warehouse body 210 to test the electric drive structure.

[0108] According to some embodiments of the present invention, a circulation machine 121 is further included. The circulation machine 121 is arranged in the second room 120. The circulation machine 121 is connected to the first temperature control unit 400 and the second temperature control unit 600. The dual channels of the circulation machine 121 can realize simultaneous control of the first temperature control unit 400 and the second temperature control unit 600.

[0109] According to some embodiments of the present invention, a fire-fighting system is further included. The fire-fighting system is arranged in the second environmental chamber 500 and is used for explosion-proof treatment of the battery structure. The fire-fighting system includes a controller 510 and a fire-fighting pipeline. The fire-fighting pipeline is arranged on the upper side of the second environmental chamber 500, and the liquid outlet is arranged downward. The controller 510 is arranged on the outer chamber wall of the second environmental chamber 500 and is used to control the fire-fighting system.

[0110] According to some embodiments of the present invention, a console 800 is further included, and the console 800 is located outside the first room 110 .

[0111] It should be appreciated that the method steps in the embodiments of the present invention can be implemented or implemented by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer readable memory. The method can use standard programming techniques. Each program can be implemented in a high-level process or object-oriented programming language to communicate with a computer system. However, if necessary, the program can be implemented in an assembly or machine language. In any case, the language can be a compiled or interpreted language. In addition, the program can be run on a programmed ASIC for this purpose.

[0112] Furthermore, the operations of the processes described herein may be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The processes described herein (or variations and / or combinations thereof) may be performed under the control of one or more computer systems configured with executable instructions, and may be implemented as code (e.g., executable instructions, one or more computer programs, or one or more applications) that is executed collectively on one or more processors, by hardware, or a combination thereof. The computer program includes a plurality of instructions that may be executed by one or more processors.

[0113] Further, the method can be implemented in any type of computing platform that is operably connected to a suitable computer, including but not limited to a personal computer, a minicomputer, a mainframe, a workstation, a network or distributed computing environment, a separate or integrated computer platform, or in communication with a charged particle tool or other imaging device, etc. Various aspects of the present invention can be implemented in machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, an optical read and / or write storage medium, an RSM, a ROM, etc., so that it can be read by a programmable computer, and when the storage medium or device is read by the computer, it can be used to configure and operate the computer to perform the process described herein. In addition, the machine-readable code, or portions thereof, can be transmitted via a wired or wireless network. When such media includes instructions or programs that implement the steps described above in conjunction with a microprocessor or other data processor, the invention described herein includes these and other different types of non-transitory computer-readable storage media. When programmed according to the methods and techniques of the present invention, the present invention can also include the computer itself.

[0114] The computer program can be applied to input data to perform the functions described herein, thereby converting the input data to generate output data stored in a non-volatile memory. The output information can also be applied to one or more output devices such as a display. In a preferred embodiment of the present invention, the converted data represents physical and tangible objects, including specific visual depictions of physical and tangible objects produced on the display.

[0115] The above is only a preferred embodiment of the present invention. The present invention is not limited to the above implementation. As long as the technical effect of the present invention is achieved by the same means, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the scope of protection of the present invention. Within the scope of protection of the present invention, its technical scheme and / or implementation method may have various modifications and changes.

Claims

1. Electric vehicle power domain test system with simulation function, characterized in that: include: A real-time simulation control model, a test bench control unit, a CMU simulation unit, a thermal management unit, a DC charging guidance unit, an AC charging guidance unit, and a test object, wherein the test object includes an XCU assembly and a battery pack system; Among them, the real-time simulation control model includes a battery pack simulation model; the battery pack simulation model simulates the corresponding working timing and sends it to the XCU assembly through CAN communication, so that the XCU assembly relay is closed to form a high-voltage system closed-loop network.

2. The electric vehicle power domain testing system according to claim 1, characterized in that: The battery pack simulation model includes simulating the voltage, current and temperature parameters of the battery system and the battery cells, simulating the thermal management and power loss parameters of the battery system and the battery cells, and also includes the main positive relay signal simulation, the main negative relay signal simulation, the pre-charge relay signal simulation and the relay status signal simulation.

3. The electric vehicle power domain testing system according to claim 1, characterized in that: The equivalent circuit of the battery pack simulation model is provided with an open circuit voltage power supply U oc , a first circuit consisting of a first resistor R1 and a first capacitor C1 connected in parallel, a second circuit consisting of a second resistor R2 and a second capacitor C2 connected in parallel, and a third circuit consisting of a third resistor R3 and a third capacitor C3 connected in parallel, wherein the first circuit, the second circuit and the third circuit are connected in sequence, and the other end of the third circuit is the output positive terminal U out +, open circuit voltage supply U oc The negative terminal of the battery is connected to one end of the fixed resistor R, and the other end of the fixed resistor R is connected to the output negative terminal U out -, open circuit voltage supply U oc The positive segment is connected to the first circuit.

4. The electric vehicle power domain testing system according to claim 3, characterized in that: In the battery pack simulation model, the cell voltage is calculated as follows: IN out =U oc -IN R -IN R1C1 -IN R2C2 -IN R3C3 but: Where U out is the cell terminal voltage, I is the current, U oc is the open circuit voltage, R is the fixed resistance of the battery cell, R1 is the ohmic polarization resistance, R2 is the electrochemical polarization internal resistance, R3 is the concentration difference polarization internal resistance, c1 is the ohmic polarization capacitance, C2 is the electrochemical polarization capacitance, and C3 is the concentration difference polarization capacitance.

5. The electric vehicle power domain testing system according to claim 1, characterized in that: It also includes a power and signal control unit, which is provided with a first battery simulator, a second battery simulator, a power grid simulator, a high-voltage DC load simulation device, a low-voltage direct load simulation device, an AC load simulation device, a DC charging guide device, an AC charging guide device and a pre-charging circuit control unit.

6. The electric vehicle power domain testing system according to claim 5, characterized in that: It also includes a low-voltage testing and monitoring model, which includes a high-voltage power switching unit, a low-voltage hard-line switching unit, an XCU assembly low-voltage power supply unit, a battery pack low-voltage power supply unit, a test system monitoring unit, a first insulation detection device, a second insulation detection device and a third insulation detection device.

7. The electric vehicle power domain testing system according to claim 6, characterized in that: The high-voltage circuits HV+ and HV- of the first simulator and / or the second battery simulator are connected to the main positive and main negative circuits of the high-voltage bus of the XCU assembly through the high-voltage power switching unit. The first insulation detection device is connected to the main positive circuit of the high-voltage bus of the XCU assembly, and the second insulation detection device is connected to the main negative circuit of the high-voltage bus of the XCU assembly.

8. The electric vehicle power domain testing system according to claim 7, characterized in that: The battery pack simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery pack system, so as to form a DC charging scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit, the DC charging guiding device and the DC charging model.

9. The electric vehicle power domain testing system according to claim 7, characterized in that: The battery pack simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery Pack system, which forms an AC charging scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit, the XCU assembly, the AC charging guide unit, and the AC charging model.

10. The electric vehicle power domain testing system according to claim 7, characterized in that: The battery simulation model and the first battery simulator, the first insulation detection device, the second insulation detection device and the pre-charging circuit control unit constitute a simulated battery Pack system, so as to form a DC discharge scenario through the high-voltage power switching unit, the low-voltage hard-line switching unit and the second battery simulator working in the DC load mode.

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