Testing system and method for vehicle end controller based on European standard charging pile charging

Abstract

The invention discloses a test system and method for a vehicle end controller based on European standard charging pile charging, the test system is connected with a to-be-tested controller, and the test system comprises a charging pile analog signal input unit, a vehicle-mounted equipment analog signal output unit, a vehicle communication network simulation unit and a controller power supply simulation unit. The test method comprises the following steps: configuring a software model and parameters related to communication, initializing a unit, disconnecting a relay, writing the software model and the parameters into a lower computer, generating related excitation signals according to a protocol and the parameters, then changing related data signals, and feeding back changes generated by the data signals to a PC (Personal Computer) end. The test system and method for the vehicle end controller based on European standard charging pile charging provided by the invention have the advantages that the adaptation cost is reduced, the full fault coverage test is realized, and the development efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle equipment testing, and in particular to a testing system and method for a vehicle-side controller based on European standard charging pile charging. Background Art

[0002] With the booming new energy vehicle industry in China, leveraging its robust industrial chain and superior cost-performance, Chinese new energy vehicles are rapidly entering the European market. To ensure smooth compatibility between domestic charging infrastructure and European charging stations, major automakers are racing to develop new controllers. These controllers, without modifying the existing charger and battery management system (BMS) controllers, directly convert the duty cycle signals and power line carrier (PLC) charging parameters of European-standard charging stations into parameters that comply with Chinese charging standards (such as CP signals or CAN bus communication), enabling communication with the vehicle. This initiative aims to enable direct charging of domestically produced vehicles in Europe at the lowest cost.

[0003] Given the unique nature of this type of controller, China currently lacks a comprehensive testing system for acceptance. Consequently, the development process relies on real-vehicle debugging of the software as a replacement for acceptance. However, the inability to simulate all fault conditions within the vehicle severely limits comprehensive reliability verification of the onboard charging controller, significantly reducing development and testing efficiency. Summary of the Invention

[0004] In response to the above-mentioned shortcomings, the present invention proposes a testing system and method for a vehicle-side controller based on European standard charging pile charging, which reduces adaptation costs, performs full fault coverage testing, and improves development efficiency.

[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solutions: a test system for a vehicle-side controller based on a European standard charging pile charging system, the test system comprising a charging pile simulation signal input unit for generating a charging pile control guide signal that complies with the European standard, an on-board equipment simulation signal output unit for simulating the signal feedback characteristics of a domestic on-board charger, a vehicle communication network simulation unit for reproducing the communication protocol interaction environment of a vehicle DC charging system, and a controller power supply simulation unit for constructing a test scenario for a vehicle power supply system and a wake-up signal trigger mechanism. The charging pile simulation signal input unit is connected to the communication signal receiving port of the controller to be tested, the on-board equipment simulation signal output unit is connected to the signal transmitting port of the controller to be tested, the vehicle communication network simulation unit is respectively connected to the DC charging communication port and the diagnostic communication port of the controller to be tested, and the controller power supply simulation unit is electrically connected to the power access terminal and the wake-up signal terminal of the controller to be tested.

[0006] As an improvement, the charging pile analog signal input unit includes a low-frequency fundamental wave modulation subunit and a high-frequency carrier modulation subunit for modulating the composite carrier, a relay K1 for controlling the output of the low-frequency fundamental wave modulation subunit, a relay K2 for controlling the output of the high-frequency carrier modulation subunit, and a first CP signal line connecting the output end of the composite carrier with the input end of the controller to be tested. The low-frequency fundamental wave modulation subunit is connected in series with the relay K1, the high-frequency carrier modulation subunit is connected in series with the relay K2, and the low-frequency fundamental wave modulation subunit and the high-frequency carrier modulation subunit are connected in parallel and then connected in series with the first CP signal line.

[0007] As an improvement, when the CP signal is in the valid voltage range, the low-frequency fundamental modulation subunit and the high-frequency carrier modulation subunit superimpose the composite carrier signal on the CP signal to form a composite test signal, and input it to the input end of the controller to be tested. The input composite test signal passes through the software model to fully cover all communication carriers of the European standard charging pile.

[0008] As an improvement, the charging pile simulation signal input unit is also used to generate abnormal test signals including voltage distortion, frequency offset, carrier interference and protocol conflict, which are used to simulate the charging pile communication link failure scenario.

[0009] As an improvement, the on-board equipment analog signal output unit includes a dynamic impedance simulation sub-unit and a second CP signal line connecting the dynamic impedance simulation sub-unit and the output end of the controller to be tested. The dynamic impedance simulation sub-unit includes a multi-channel controlled resistor array resistor R2, a resistor R3, a switchable relay S2, and a diode D1 for constructing an equivalent load network of the on-board charger. The relay S2 is connected in series with the resistor R2 to open or close the circuit to control the access of R2 through the relay S2. After the resistor R2 is connected in parallel with the resistor R3, it is connected in series with the second CP signal line through the diode D1.

[0010] As an improvement, the vehicle communication network simulation unit includes a first CAN communication channel for simulating the GB / T charging protocol interaction between the vehicle battery management system BMS and the controller to be tested, a second CAN communication channel for reading the operating status code and fault log of the controller to be tested, and a fault injection unit for creating open circuit, short circuit to power supply, short circuit to ground and impedance mismatch faults on the CAN_H / CAN_L line. The fault injection unit is connected in series with the first CAN communication channel and the second CAN communication channel respectively.

[0011] As an improvement, the controller power supply simulation unit integrates a dual-channel programmable DC power supply system, which includes a main power supply channel for simulating undervoltage protection, overvoltage protection and normal operating voltage threshold test of the vehicle power system, a wake-up signal channel for accurately reproducing the timing characteristics of the vehicle wake-up signal, relays K4 and K5 for controlling the on and off of the main power supply channel, and relay K3 for controlling the on and off of the wake-up signal channel.

[0012] A method for testing a vehicle-side controller for charging a European standard charging pile, using any of the above-mentioned testing systems for a vehicle-side controller for charging a European standard charging pile, comprises the following steps:

[0013] S1: The test starts. Configure the software model and communication-related parameters through the host computer interface, and control the opening and closing of relays K1 and K2 in sequence according to the selected communication protocol model;

[0014] S2: The operation starts, each unit is initialized, and relays K3, K4, and K5 are automatically disconnected and then reclosed, so that the internal parameters of the controller under test are reinitialized. The software writes the communication protocol model and parameters called in the pre-operation into the lower computer and starts running. The signal at the first CP signal end will generate a related excitation signal according to the protocol and parameters. Through the first CP signal input of the controller under test, the second CP signal at the output end of the controller under test or CAN is used to exchange parameters with the back-end, so that the controller successfully enters the charging process;

[0015] S3: changing the data signals of the first CP signal line and the second CP signal line in real time through the control interface and actively or passively entering the power-off mode according to the communication protocol model;

[0016] S4: The changes in the data signal are used to inform the current stage of the entire charging process by changing the color of the key charging process points, and thus real-time feedback is provided to the PC.

[0017] Compared with the prior art, the advantages of the present invention are:

[0018] Through composite modulation of a low-frequency fundamental wave and a high-frequency carrier, the system accurately replicates the duty cycle signal and power line carrier (PLC) characteristics of European standard charging piles, covering all communication carriers. This allows for direct simulation of European standard charging pile signal inputs, verifying whether the controller can accurately parse and convert them into Chinese standard CP signals or CAN protocols to ensure compatibility. The system also supports the generation of abnormal signals such as voltage distortion and frequency offset, simulating charging pile communication link failure scenarios. This overcomes the limitation of real-vehicle testing that cannot cover extreme operating conditions, enabling multi-dimensional signal compatibility verification of test equipment.

[0019] At the same time, the impedance characteristics of domestic on-board chargers (such as equivalent load networks) are dynamically simulated through a multi-channel controlled resistor array. Combined with the control of diode D1 and relay S2, the signal feedback at different charging stages is reproduced. Without changing the hardware of the domestic charger, the controller's adaptability to the signal output of domestic equipment is verified, ensuring local compatibility after the European standard parameter conversion. At the same time, the integrated GB / T protocol interaction and fault injection (open circuit, short circuit, impedance mismatch) functions are used to synchronously simulate normal communication and abnormal interference scenarios, solving the problem of difficult-to-reproduce communication failures in vehicle testing. The robustness of the controller in complex communication environments is fully verified, avoiding charging interruptions caused by protocol conflicts or hardware failures, and realizing dynamic load simulation and fault injection of the test equipment.

[0020] Furthermore, the dual-channel programmable power supply simulates the undervoltage, overvoltage, and wake-up signal timing of the vehicle power supply system (such as the on / off control of relays K3-K5), accurately testing the stability of the controller under power fluctuations or abnormal wake-up conditions, ensuring its reliability in the real vehicle power environment, and realizing the full-scenario power supply and wake-up mechanism simulation function of the test equipment.

[0021] At the same time, through software model configuration, automatic generation of excitation signals, and real-time data feedback, dynamic parameter adjustment and rapid switching of test scenarios are achieved, replacing trial-and-error debugging that relies on real vehicles and significantly shortening the development cycle. Through real-time monitoring and fault diagnosis on the PC side, test efficiency and problem location accuracy are improved, realizing automated testing and efficient iteration of the test system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0023] Figure 1 This is a schematic diagram of the test system structure of a vehicle-side controller based on European standard charging pile charging;

[0024] Figure 2 This is a schematic diagram of a test system for a vehicle-side controller based on a European standard charging station.

[0025] Figure 3 This is a schematic diagram of the operating interface of a test system for a vehicle-side controller based on a European standard charging station.

[0026] The marks in the above figure are: 1. Charging pile simulation signal input unit; 2. Vehicle-mounted equipment simulation signal output unit; 3. Vehicle communication network simulation unit; 4. Controller power supply simulation unit. DETAILED DESCRIPTION

[0027] like Figures 1 to 3As shown, a test system for a vehicle-end controller based on a European standard charging pile charging, the test system includes a charging pile simulation signal input unit 1 for generating a charging pile control guide signal that meets the European standard, an on-board equipment simulation signal output unit 2 for simulating the signal feedback characteristics of a domestic on-board charger, a vehicle communication network simulation unit 3 for reproducing the communication protocol interaction environment of the vehicle DC charging system, and a controller power supply simulation unit 4 for constructing a test scenario for the vehicle power supply system and the wake-up signal trigger mechanism. The charging pile simulation signal input unit 1 is connected to the communication signal receiving port of the controller to be tested, the on-board equipment simulation signal output unit 2 is connected to the signal transmitting port of the controller to be tested, the vehicle communication network simulation unit 3 is respectively connected to the DC charging communication port and the diagnostic communication port of the controller to be tested, and the controller power supply simulation unit 4 is electrically connected to the power access terminal and the wake-up signal terminal of the controller to be tested, wherein Figure 2 The European standard charging pile is the charging pile simulation signal input unit 1, the vehicle-side OBC controller is the vehicle-mounted equipment simulation signal output unit 2, the vehicle-side BMS controller and the vehicle-side CAN network are the vehicle communication network simulation unit 3, and the vehicle-side power supply / wake-up is the controller power supply simulation unit 4.

[0028] The charging pile analog signal input unit 1 includes a low-frequency fundamental wave modulation subunit and a high-frequency carrier modulation subunit for modulating the composite carrier, a relay K1 for controlling the output of the low-frequency fundamental wave modulation subunit, a relay K2 for controlling the output of the high-frequency carrier modulation subunit, and a first CP signal line connecting the output end of the composite carrier and the input end of the controller to be tested. The low-frequency fundamental wave modulation subunit is connected in series with the relay K1, the high-frequency carrier modulation subunit is connected in series with the relay K2, and the low-frequency fundamental wave modulation subunit and the high-frequency carrier modulation subunit are connected in parallel and then connected in series with the first CP signal line.

[0029] When the CP signal is in the valid voltage range, the low-frequency fundamental modulation subunit and the high-frequency carrier modulation subunit superimpose the composite carrier signal on the CP signal to form a composite test signal, and input it to the input end of the controller to be tested. The input composite test signal passes through the software model and fully covers all communication carriers of the European standard charging pile.

[0030] The charging pile simulation signal input unit 1 is also used to generate abnormal test signals including voltage distortion, frequency offset, carrier interference and protocol conflict, which are used to simulate the charging pile communication link failure scenario.

[0031] The on-board device analog signal output unit 2 includes a dynamic impedance simulation subunit and a second CP signal line connecting the dynamic impedance simulation subunit and the output end of the controller to be tested. The dynamic impedance simulation subunit includes a multi-channel controlled resistor array resistor R2, a resistor R3, a switchable relay S2, and a diode D1 for constructing an equivalent load network of the on-board charger. The relay S2 is connected in series with the resistor R2 to open or close the circuit to control the access of R2. After the resistor R2 is connected in parallel with the resistor R3, it is connected in series with the second CP signal line through the diode D1.

[0032] The vehicle communication network simulation unit 3 includes a first CAN communication channel for simulating the GB / T charging protocol interaction between the vehicle battery management system BMS and the controller to be tested, a second CAN communication channel for reading the operating status code and fault log of the controller to be tested, and a fault injection unit for creating open circuit, short circuit to power supply, short circuit to ground and impedance mismatch faults on the CAN_H / CAN_L line. The fault injection units are connected in series with the first CAN communication channel and the second CAN communication channel respectively.

[0033] The controller power supply simulation unit 4 integrates a dual-channel programmable DC power supply system, which includes a main power supply channel for simulating undervoltage protection, overvoltage protection and normal working voltage threshold test of the vehicle power system, a wake-up signal channel for accurately reproducing the timing characteristics of the vehicle wake-up signal, relays K4 and K5 for controlling the on and off of the main power supply channel, and relay K3 for controlling the on and off of the wake-up signal channel.

[0034] A method for testing a vehicle-side controller for charging a European standard charging pile, using any of the above-mentioned testing systems for a vehicle-side controller for charging a European standard charging pile, comprises the following steps:

[0035] S1: The test starts. Configure the software model and communication-related parameters through the host computer interface, and control the opening and closing of relays K1 and K2 in sequence according to the selected communication protocol model;

[0036] S1.1: Configure the required communication protocol through the host computer and select mode 3 or ISO15118DC, ISO15118AC, or DIN70121DC. After selecting any communication protocol model, press Enter to confirm. After the pre-run module detects the keyboard event, it automatically runs the background control program, maps the protocol interface corresponding to the mode, and loads it into the running program.

[0037] S1.2: If mode 3 is selected, the program will automatically activate the relay control module, disconnect relay K2, and then close relay K1. This sequence of actions can effectively prevent the program from mistakenly triggering the digital communication protocol for a very short period of time, followed by disconnection, which could cause the controller under test to mistakenly believe that the front-end communication is abnormal and enter the power-off process.

[0038] S1.3: If any of the communication protocol models, ISO15118DC, ISO15118AC, or DIN70121DC, is selected, after pressing the confirm key, the pre-run program will automatically activate the relay control module, closing K1 and then K2. This sequence of actions effectively prevents the program from mistaking the digital communication protocol for fundamental wave anomalies (fundamental waves with abnormal voltage and duty cycle) for a very short period of time during runtime, which could cause the controller under test to mistakenly believe that the front-end communication is abnormal and enter the power-off process. The corresponding communication protocol entry is then loaded into the start of the running program and waits for execution.

[0039] S2: The operation starts, each unit is initialized, and relays K3, K4, and K5 are automatically disconnected and then reclosed, so that the internal parameters of the controller under test are reinitialized. The software writes the communication protocol model and parameters called in the pre-operation into the lower computer and starts running. The signal at the first CP signal end will generate a related excitation signal according to the protocol and parameters. Through the first CP signal input of the controller under test, the second CP signal at the output end of the controller under test or CAN is used to exchange parameters with the back-end, so that the controller successfully enters the charging process;

[0040] S2.1: When mode 3 is selected, since there is only the control guidance signal, there is no message timeout situation. Therefore, there is no time limit for the on and off of K3. The channel of K3 only affects the state of the control guidance second CP signal line. When the voltage of the second CP signal line reaches a reasonable range, it should enter the charging mode. Otherwise, it cannot enter the charging mode.

[0041] S2.2: When we select any of the ISO15118DC, ISO15118AC, or DIN70121DC communication protocol models, due to message timeouts on the high-frequency carrier signal on CP1 and certain message timeouts on the back-end charging CAN, these message timeouts will cause the controller under test to power off, resulting in charging cessation.

[0042] S3: Changing the relevant data signals of the first CP signal line and the second CP signal line in real time through the control interface and actively or passively entering the power-down mode according to the communication protocol model. Changing the relevant data signals includes changing the voltage value, duty cycle, frequency of the first CP signal line, or the resistance values of R2 and R3 on the second CP signal line. As long as there is an abnormality in the value of any one of them, the controller will charge and actively enter the power-down mode;

[0043] It is worth noting that the test system does not determine whether the first CP signal and the second CP signal are abnormal. This means that the test system will not actively enter the power-off process in Mode 3. Only the controller under test can control whether to enter the power-off process.

[0044] Under the three communication protocol models of ISO15118DC, ISO15118AC, and DIN70121DC, in addition to the DUT determining the abnormality of the first CP signal and the timeout of the received high-frequency carrier signal and charging CAN signal to enter the power-off process, the test equipment will also determine whether the response message of the DUT has timed out and actively enter the power-off process. This is different from the situation where the test equipment will not determine the abnormality of the first CP signal and the second CP signal and actively enter the power-off process. In these three communication protocol models, since some messages are sent at specific times, they need to be set before the program is run. This is also different from the first CP signal and the second CP signal, which are monitored in real time and do not need to be set in advance.

[0045] S4: The changes in the data signal are reflected in the color of the key charging process points to indicate the current charging stage, thereby providing real-time feedback to the PC.

[0046] During the test, the first CP signal and the second CP signal are monitored in real time and displayed and controlled in real time through the control. For scenarios involving digital signal interaction, due to the short message cycle and difficulty in parsing, the current stage of the entire charging process is informed by changing the color of the key charging process points. If the charging process is stopped at a certain stage, it can be determined that there is a problem with the node that has not changed color, so further analysis can be carried out.

[0047] The above description is merely an explanation of the preferred embodiment of the present invention and should not be construed as limiting the claims. The present invention is not limited to the above embodiment; variations in the specific structure are permitted. Any variations within the scope of the independent claims of the present invention are also within the scope of protection of the present invention.

Claims

1. A test system for a vehicle-side controller based on a European standard charging pile, characterized in that: The test system includes a charging pile simulation signal input unit for generating a charging pile control guidance signal that complies with European standards, an on-board equipment simulation signal output unit for simulating the signal feedback characteristics of a domestic on-board charger, a vehicle communication network simulation unit for reproducing the communication protocol interaction environment of a vehicle DC charging system, and a controller power supply simulation unit for constructing a test scenario for a vehicle power supply system and a wake-up signal trigger mechanism. The charging pile simulation signal input unit is connected to the communication signal receiving port of the controller to be tested, the on-board equipment simulation signal output unit is connected to the signal transmitting port of the controller to be tested, the vehicle communication network simulation unit is respectively connected to the DC charging communication port and the diagnostic communication port of the controller to be tested, and the controller power supply simulation unit is electrically connected to the power access terminal and the wake-up signal terminal of the controller to be tested.

2. A test system for a vehicle-side controller based on European standard charging pile charging according to claim 1, characterized in that: The charging pile analog signal input unit includes a low-frequency fundamental wave modulation subunit and a high-frequency carrier modulation subunit for modulating the composite carrier, a relay K1 for controlling the output of the low-frequency fundamental wave modulation subunit, a relay K2 for controlling the output of the high-frequency carrier modulation subunit, and a first CP signal line connecting the output end of the composite carrier and the input end of the controller to be tested. The low-frequency fundamental wave modulation subunit is connected in series with the relay K1, and the high-frequency carrier modulation subunit is connected in series with the relay K2. The low-frequency fundamental wave modulation subunit and the high-frequency carrier modulation subunit are connected in parallel and then connected in series with the first CP signal line.

3. A test system for a vehicle-side controller based on European standard charging pile charging according to claim 2, characterized in that: When the CP signal is in the valid voltage range, the low-frequency fundamental wave modulation subunit and the high-frequency carrier modulation subunit superimpose the composite carrier signal on the CP signal to form a composite test signal, and input it to the input end of the controller to be tested. The input composite test signal passes through the software model and fully covers all communication carriers of the European standard charging pile.

4. A test system for a vehicle-side controller based on European standard charging pile charging according to claim 2, characterized in that: The charging pile simulation signal input unit is also used to generate abnormal test signals including voltage distortion, frequency offset, carrier interference and protocol conflict, which are used to simulate the charging pile communication link failure scenario.

5. The test system for a vehicle-side controller based on European standard charging pile charging according to claim 1 is characterized in that: The on-board device analog signal output unit includes a dynamic impedance simulation subunit and a second CP signal line connecting the dynamic impedance simulation subunit and the output end of the controller to be tested. The dynamic impedance simulation subunit includes a multi-channel controlled resistor array resistor R2, a resistor R3, a switchable relay S2, and a diode D1 for constructing an equivalent load network of the on-board charger. The relay S2 is connected in series with the resistor R2 to open or close the circuit to control R2 access through the relay S2. After the resistor R2 is connected in parallel with the resistor R3, it is connected in series with the second CP signal line through the diode D1.

6. The test system for a vehicle-side controller based on European standard charging pile charging according to claim 1, characterized in that: The vehicle communication network simulation unit includes a first CAN communication channel for simulating the GB / T charging protocol interaction between the vehicle battery management system BMS and the controller to be tested, a second CAN communication channel for reading the operating status code and fault log of the controller to be tested, and a fault injection unit for creating open circuit, short circuit to power supply, short circuit to ground and impedance mismatch faults on the CAN_H / CAN_L line. The fault injection unit is connected in series with the first CAN communication channel and the second CAN communication channel respectively.

7. The test system for a vehicle-side controller based on a European standard charging pile according to claim 1, characterized in that: The controller power supply simulation unit integrates a dual-channel programmable DC power supply system, which includes a main power supply channel for simulating undervoltage protection, overvoltage protection and normal working voltage threshold test of the vehicle power system, a wake-up signal channel for accurately reproducing the timing characteristics of the vehicle wake-up signal, relays K4 and K5 for controlling the on and off of the main power supply channel, and relay K3 for controlling the on and off of the wake-up signal channel.

8. A method for testing a vehicle-side controller for charging a vehicle using a European standard charging pile, using a test system for a vehicle-side controller for charging a vehicle using a European standard charging pile as described in any one of claims 1 to 7, characterized in that: The following steps are involved: S1: The test starts. Configure the software model and communication-related parameters through the host computer interface, and control the opening and closing of relays K1 and K2 in sequence according to the selected communication protocol model; S2: The operation starts, each unit is initialized, and relays K3, K4, and K5 are automatically disconnected and then reclosed, so that the internal parameters of the controller under test are reinitialized. The software writes the communication protocol model and parameters called in the pre-operation into the lower computer and starts running. The signal at the first CP signal end will generate a related excitation signal according to the protocol and parameters. Through the first CP signal input of the controller under test, the second CP signal at the output end of the controller under test or CAN is used to exchange parameters with the back-end, so that the controller successfully enters the charging process; S3: changing the data signals of the first CP signal line and the second CP signal line in real time through the control interface and actively or passively entering the power-off mode according to the communication protocol model; S4: The changes in the data signal are used to inform the current stage of the entire charging process by changing the color of the key charging process points, and thus real-time feedback is provided to the PC.

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