Low-voltage wire harness fault detection system and method in new energy vehicle driving scene

Abstract

The invention discloses a low-voltage wiring harness fault detection system and method in a new energy automobile driving scene, and relates to the technical field of new energy automobiles, in an automobile electric drive system, a first port of a front-end module is connected to a second port of a motor controller through a low-voltage wiring harness, and the system comprises a first detection module, a second detection module and a control module, the first detection module detects first current input at the front end of the low-voltage wire harness in real time; the second detection module is used for detecting a second current input by the rear end of the low-voltage wire harness in real time; the logic judgment module is used for judging the states of the low-voltage wire harness in the current driving vehicle by adopting a preset fault quantification judgment strategy based on the first current and the second current, the states comprise a safe operation state and a critical fault state, and critical faults comprise a critical short circuit fault and a critical open circuit fault; and the fault alarm module is used for carrying out fault alarm in time when the low-voltage wire harness state is judged to be the fault state. According to the invention, critical faults can be detected in time and early warning can be carried out in the driving process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicles, and particularly relates to a low-voltage wire harness fault detection system and method in a new energy vehicle driving scenario. BACKGROUND

[0002] The statements in this section merely provide background information related to the present application and do not necessarily constitute the prior art.

[0003] In the electric drive system of a new energy vehicle, a motor controller is connected to other modules outside through a low-voltage wire harness, and the stability and safety of the low-voltage wire harness are important prerequisites for ensuring the stable operation of the motor system. However, when the low-voltage wire harness is in a critical open circuit or a critical short circuit state, the motor controller lacks the ability to self-check the wire harness, which poses a serious safety hazard to the vehicle and can easily lead to further expansion of the wire harness in a bad state, ultimately resulting in serious faults in the electric drive system during operation, and even causing a safety anchor accident. Therefore, it is particularly important to detect the fault state of the low-voltage wire harness in real time and effectively.

[0004] Currently, a multimeter is used to test the low-voltage wire harness signals of the electric drive system of an electric vehicle one by one, and the presence of faults in the low-voltage connection wire harness is determined based on the test results. However, the wire harness on the electric drive system is extremely complex, which can easily lead to missed detection or false detection, and manual detection can cause a waste of a large amount of manpower and resources, resulting in low detection efficiency and accuracy. Therefore, a corresponding vehicle-mounted low-voltage wire harness fault detection system has been proposed in the prior art, which can automatically detect faults in the low-voltage wire harness. It should be noted that this detection system can only automatically diagnose the low-voltage wire harness when the internal power supply of the detection system is used for testing power supply. To avoid conflicts between the detection power supply and the power supply of the entire vehicle system during driving, the detection system cannot operate during vehicle driving, and thus the detection has a certain lag. Once a low-voltage wire harness fault occurs during driving and cannot be detected in time, it will lead to serious faults in the electric drive system during operation, resulting in a safety anchor accident and affecting driving safety. SUMMARY

[0005] To solve the above problems in the prior art, the present application provides a low-voltage wire harness fault detection system and method in a new energy vehicle driving scenario, which can monitor the low-voltage wire harness of the motor controller in real time during vehicle driving, detect critical faults in time and give early warnings, and take appropriate emergency measures according to the fault level, thereby avoiding serious faults in the electric drive system and safety anchor accidents, and ensuring driving safety.

[0006] In a first aspect, the present application provides a low-voltage wire harness fault detection system in a new energy vehicle driving scenario.

[0007] The application discloses a low-voltage wire harness fault detection system under a new energy vehicle driving scene, wherein, in an electric drive system of the vehicle, a first port of a front-end module is connected to a second port of a motor controller through a low-voltage wire harness, and the fault detection system comprises: a first detection module connected to the first port of the front-end module and used for detecting a first current input at a front end of the low-voltage wire harness in real time; a second detection module connected to the second port of the motor controller and used for detecting a second current input at a rear end of the low-voltage wire harness in real time; a logic judgment module used for judging a state of the low-voltage wire harness in the current driving vehicle based on the first current and the second current and adopting a preset fault quantification judgment strategy, wherein the state of the low-voltage wire harness is divided into a safe running state and a critical fault state, and the critical fault includes a critical short-circuit fault and a critical open-circuit fault; a fault alarm module used for timely performing fault alarm when the state of the low-voltage wire harness is judged as a fault state.

[0008] Further technical solutions, the first detection module and the second detection module are connected to the logic judgment module through CAN lines; The first detection module comprises: a first detection resistor electrically connected to the first port and used for detecting the input first current; a first signal processing unit electrically connected to the first detection resistor and used for performing filtering and operational amplification processing on the detected first current and outputting the preprocessed first current; The second detection module comprises: a second detection resistor electrically connected to the second port and used for detecting the input second current; a second signal processing unit electrically connected to the second detection resistor and used for performing filtering and operational amplification processing on the detected second current and outputting the preprocessed second current.

[0009] Further technical solutions, the filtering processing comprises: a second-order Butterworth low-pass filter circuit provided in the signal processing unit is utilized to filter out high-frequency electromagnetic interference signals in the current signal; an adaptive sliding window filtering algorithm carried in the signal processing unit is utilized to obtain the filtered current signal, wherein in the adaptive sliding window filtering algorithm, the window size is dynamically adjusted according to the vehicle driving state.

[0010] Further technical solutions, the adaptive sliding window filtering algorithm is expressed as: ; wherein, N is the window size, is an original current sampling value, is a filtered current value.

[0011] A further technical solution is that the fault quantification and determination strategy is as follows: Based on the first current and the second current within a set time period, calculate the cumulative current difference between the two current values. The basic fault status is determined based on the cumulative current difference: when the cumulative current difference is greater than a set threshold, the low-voltage harness is determined to be in a critical fault state; otherwise, it is determined to be in a safe operating state. When the low-voltage wiring harness is determined to be in a critical fault state, the mutation rate of the first current and the second current and the current mutation coordination coefficient of the two currents are calculated within a set time period. Based on the comparison between the calculation results and the set values, the critical fault state of the low-voltage wiring harness is determined to be either a critical short circuit state or a critical open circuit state.

[0012] A further technical solution is provided, wherein the formula for calculating the cumulative current difference is: ; The formula for calculating the current mutation coordination coefficient is: ; ; ; in, express k The first current value at time t, Show k The second current value at time t, t Indicates the current moment. T To set a time period, T = 1 s , The set compensation value.

[0013] Secondly, the present invention provides a method for detecting low-voltage wiring harness faults in the driving scenario of new energy vehicles.

[0014] A method for detecting low-voltage wiring harness faults in a new energy vehicle driving scenario, wherein in the vehicle's electric drive system, the first port of the front-end module is connected to the second port of the motor controller via a low-voltage wiring harness, and the fault detection method includes: Real-time detection of the first current input at the front end of the low-voltage harness and the second current input at the rear end of the low-voltage harness; Based on the first current and the second current, a preset fault quantification judgment strategy is adopted to determine the state of the low-voltage wiring harness in the currently driving vehicle. The state of the low-voltage wiring harness is divided into a safe operating state and a critical fault state. Critical faults include critical short circuit faults, critical open circuit faults, and poor contact faults. When the low-voltage wiring harness is determined to be in a fault state, a fault alarm should be issued promptly.

[0015] Further technical solutions also include filtering and operational amplification processing of the first current and the second current acquired in real time, and outputting the pre-processed current signal; The filtering processing includes: The second-order Butterworth low-pass filter circuit provided in the signal processing unit is used to filter out the high-frequency electromagnetic interference signal in the current signal; The adaptive sliding window filtering algorithm carried in the signal processing unit is used to obtain the filtered current signal; in the adaptive sliding window filtering algorithm, the window size is dynamically adjusted according to the vehicle driving state.

[0016] Further technical solutions, the fault quantification determination strategy is: Based on the first current and the second current in the set period, the current difference cumulative value between the two current values is calculated; The determination of the basic fault state according to the current difference cumulative value is: when the current difference cumulative value is greater than the set threshold, it is determined that the low-voltage wire harness state is a critical fault state, otherwise it is determined to be a safe operation state; When it is determined that the low-voltage wire harness state is a critical fault state, the mutation rate of the first current and the second current in the set period and the current mutation coordination coefficient of the two currents are calculated, and according to the comparison of the calculation result with the set value, it is determined that the low-voltage wire harness critical fault state is a critical short-circuit state or a critical open-circuit state.

[0017] In a third aspect, the application also provides a vehicle comprising the above-mentioned low-voltage wire harness fault detection system for new energy vehicle driving scenarios or implementing the above-mentioned low-voltage wire harness fault detection method for new energy vehicle driving scenarios.

[0018] The above one or more technical solutions have the following beneficial effects: 1. The application provides a low-voltage wire harness fault detection system and method for new energy vehicle driving scenarios, which can monitor the motor controller low-voltage wire harness in real time during vehicle driving, detect critical faults in time and give early warning, and take corresponding emergency measures according to the fault level, so as to avoid serious faults and safety anchor accidents of the electric drive system, ensure the safety of vehicle driving, and solve the problem that the existing manual detection relies on a multimeter to measure points one by one, which cannot cover the driving scenario, and the traditional vehicle-mounted detection system can only be used when the vehicle is stationary, resulting in that sudden faults during driving cannot be discovered in time.

[0019] 2. In this invention, a parallel independent power supply design is adopted, so the detection system does not need to switch power supply modes and can run continuously while the vehicle is in motion. High-frequency sampling shortens the fault detection time to the millisecond level, avoiding serious faults or safety accidents caused by delayed fault detection during driving. By optimizing the signal processing process, such as combining second-order Butterworth filtering and adaptive sliding window filtering, the anti-interference capability is improved and false positives and false negatives are reduced. In addition, by designing specific quantitative judgment criteria, namely filtering out false positives due to instantaneous fluctuations through the cumulative current difference and distinguishing fault types such as critical short circuits and critical open circuits by using the current mutation coordination coefficient, the accuracy of detection is improved, providing clear guidance for maintenance.

[0020] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0022] Figure 1 This is a schematic diagram of a low-voltage wiring harness fault detection system for new energy vehicle driving scenarios proposed in an embodiment of the present invention. Figure 2 This is a flowchart of the low-voltage wiring harness fault detection method for new energy vehicle driving scenarios proposed in this embodiment of the invention. Detailed Implementation

[0023] It should be noted that the following detailed descriptions are exemplary and are intended only to describe specific embodiments and to provide further explanation of the invention, and are not intended to limit the scope of exemplary embodiments of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0024] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Example 1 As the background section points out, existing vehicle-mounted low-voltage wiring harness fault detection systems can only automatically perform low-voltage wiring harness diagnosis when the internal power supply is activated. To avoid conflicts between the detection power supply and the vehicle's overall power supply during driving, this detection system cannot operate while the vehicle is in motion, resulting in a lack of real-time capability. If a low-voltage wiring harness fault occurs during driving and cannot be detected in time, it will lead to serious malfunctions in the electric system, resulting in safety accidents and affecting driving safety. To address this issue, this embodiment proposes a low-voltage wiring harness fault detection system for new energy vehicles in driving scenarios. This system can monitor the low-voltage wiring harness of the motor controller in real time during vehicle operation, promptly detect critical faults, and provide early warnings. Specifically, as shown... Figure 1 As shown, in the automotive electric drive system, the first port of the front-end module is connected to the second port of the motor controller via a low-voltage wiring harness. The fault detection system includes: The first detection module is connected to the first port of the front-end module and is used to detect the first current input at the front end of the low-voltage harness in real time. The second detection module is connected to the second port of the motor controller and is used to detect the second current input at the rear end of the low-voltage harness in real time. The logic judgment module is used to determine the state of the low-voltage wiring harness in the currently driving vehicle based on the first current and the second current and using a preset fault quantification judgment strategy. The state of the low-voltage wiring harness is divided into a safe operating state and a critical fault state. The critical fault includes a critical short circuit fault and a critical open circuit fault. The fault alarm module is used to issue a fault alarm in a timely manner when the low-voltage wiring harness is determined to be in a fault state.

[0026] In this embodiment, both the first detection module and the second detection module are connected to the logic judgment module via a CAN line. The first detection module and the second detection module have similar structures, both including a detection resistor and a signal processing unit that are electrically connected to each other. They can detect the current signal at the port and preprocess the current signal to eliminate various interferences during driving.

[0027] Specifically, a first sensing resistor is electrically connected to a first port to detect an input first current. A first signal processing unit is electrically connected to the first sensing resistor to filter and amplify the detected first current, outputting a pre-processed first current. Similarly, a second sensing resistor is electrically connected to a second port to detect an input second current; a second signal processing unit is electrically connected to the second sensing resistor to filter and amplify the detected second current, outputting a pre-processed second current.

[0028] Preferably, the detection resistors connected in series at the power supply port and controller connection port of the low-voltage wiring harness are high-precision alloy detection resistors with a resistance of 1Ω and a temperature coefficient of ±50ppm / ℃. The signal processing unit includes a high-speed ADC converter, a filtering circuit, and an operational amplifier circuit. The high-speed ADC converter acquires the current signal at a set sampling frequency, such as 1kHz, and then filters and amplifies the acquired current signal sequentially. Preferably, the filtering circuit in the signal processing unit is a second-order Butterworth low-pass filter circuit, which can filter out high-frequency electromagnetic interference signals in the current signal.

[0029] As another implementation, the signal processing unit incorporates an adaptive sliding window filtering algorithm. This algorithm dynamically adjusts the window size based on the vehicle's driving state and uses this algorithm to filter the current signal, obtaining the filtered current signal. The adaptive sliding window filtering algorithm can be expressed as follows: ; in, N For window size, This is the original current sampling value. This is the filtered current value.

[0030] Furthermore, after acquiring the first and second currents, a preset fault quantification judgment strategy is used to determine the state of the low-voltage wiring harness in the currently driving vehicle. Specifically, under normal circumstances, when comparing the current signals at the two ends of the wiring harness, the consistency of the two signals can be used to confirm whether there are potential safety hazards in the wiring harness. If the difference between the current signals is too large, it is judged as a fault. However, considering that this judgment method is relatively general and cannot capture millisecond-level transient changes in current, the accuracy of fault judgment is low. Therefore, this embodiment proposes an improved fault quantification judgment strategy, which performs fine classification of various fault states based on a dual dimension of difference trend and abrupt change characteristics. This strategy is as follows: First, based on the first and second currents within a set time period, the cumulative current difference between the two current values ​​is calculated. The first current signal acquired from the low-voltage harness front end, after filtering, is denoted as... The second current signal collected at the rear end of the low-voltage harness, after filtering, is denoted as... Set sampling interval The continuous sampling sequence is k=1,2,...,n. Therefore, the formula for calculating the cumulative current difference is: ; in, express k The first current value at time t, Show k The second current value at time t,t Indicates the current moment. T To set a time period, T = 1 s .

[0031] Secondly, the basic fault status is determined based on the cumulative current difference: when the cumulative current difference is greater than the set threshold, the low-voltage harness is determined to be in a critical fault state; otherwise, it is determined to be in a safe operating state.

[0032] Furthermore, when the low-voltage harness is determined to be in a critical fault state, the mutation rate of the first current and the second current and the current mutation coordination coefficient of the two currents are calculated within a set time period. Based on the comparison between the calculation results and the set values, the critical fault state of the low-voltage harness is determined to be either a critical short circuit state or a critical open circuit state.

[0033] Specifically, considering that synchronization will significantly decrease when a critical fault occurs, this embodiment designs a current change coordination coefficient that can be used to determine the synchronization of current changes between the front and rear ends. The calculation formula is as follows: ; in, This represents the rate of change of the first current at the front end. This indicates the rate of change of the second current at the back end; The compensation value can be set to 0.01 to avoid the denominator being 0; The value of is in the range of [0,1]. The closer the value is to 0, the more asynchronous the mutation is, and the higher the possibility of a critical fault.

[0034] In this embodiment, the first current change rate at the front end If the cumulative difference exceeds a set threshold (e.g., 5A / s), meaning the cumulative difference within 1 second exceeds 5A / s, and the synchronization is... If the value is less than the set value of 0.3, it means that the synchronization of the sudden changes at the front and rear ends has significantly decreased, and this is judged to be a critical short-circuit fault state; the first current change rate at the front end Less than a set threshold (e.g., -1.5A / min) and the rate of change of the second current at the back end. Less than a set threshold (e.g., -1 A / min), while maintaining synchronization. If the value is less than the set value of 0.4, it means that the synchronization of sudden changes between the front and back ends has decreased significantly, and at this time it is judged to be a critical open circuit fault state.

[0035] By combining the cumulative effect of current differences and the sudden change characteristics during faults, a comprehensive fault determination is made, avoiding the drawbacks of misjudgment by a single indicator. Moreover, based on the coordinated change of currents at the front and back ends, it can effectively distinguish between normal operating condition fluctuations (high synchronicity) and fault states (low synchronicity). In addition, all judgment conditions are quantified by formulas and can be directly converted into code for easy engineering application.

[0036] Finally, based on the above judgment results, corresponding fault warnings are issued. Specifically, the fault alarm module is electrically connected to the logic judgment module and is used to issue corresponding warnings based on the judged fault status. For example, when the fault status is judged to be critical short circuit or critical open circuit, the red indicator light on the instrument panel will flash and be accompanied by a buzzer alarm. At the same time, the fault type and emergency handling suggestions will be displayed on the central control screen to remind the driver to stop and check as soon as possible, so as to ensure driving safety.

[0037] By employing the parallel independent power supply design described above, the detection system can operate continuously while the vehicle is in motion without switching power supply modes. High-frequency sampling reduces fault detection time to milliseconds, preventing serious malfunctions or accidents caused by delayed fault detection during driving. The system combines second-order Butterworth filtering with adaptive sliding window filtering algorithms to filter the acquired current signals, enhancing anti-interference capabilities and reducing false positives and false negatives. Specific quantitative judgment criteria are designed, using the cumulative current difference to filter out instantaneous fluctuations and employing a current mutation coordination coefficient to distinguish between fault types such as critical short circuits and critical open circuits, thus improving detection accuracy. This embodiment can monitor the operating status of the low-voltage wiring harness in real time, accurately identifying safety risks at the first moment and ensuring the safety and reliability of new energy vehicles.

[0038] The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios proposed in this embodiment can monitor the low-voltage wiring harness of the motor controller in real time during vehicle operation, detect critical faults in a timely manner and provide early warnings, so as to take corresponding emergency measures according to the fault level, avoid serious faults and safety breakdowns in the electric drive system, and ensure vehicle driving safety.

[0039] Example 2 This embodiment provides a method for detecting low-voltage wiring harness faults in a new energy vehicle driving scenario. In the vehicle's electric drive system, the first port of the front-end module is connected to the second port of the motor controller via a low-voltage wiring harness. The fault detection method is as follows: Figure 2 As shown, it includes the following steps: Step S1: Real-time detection of the first current input at the front end of the low-voltage harness and the second current input at the rear end of the low-voltage harness; Step S2: Based on the first current and the second current, a preset fault quantification judgment strategy is adopted to determine the state of the low-voltage wiring harness in the currently driving vehicle; wherein, the state of the low-voltage wiring harness is divided into a safe operating state and a critical fault state, and the critical faults include critical short circuit faults, critical open circuit faults and poor contact faults. Step S3: When the low-voltage harness is determined to be in a fault state, a fault alarm should be issued in a timely manner.

[0040] Furthermore, after acquiring the current signal, to facilitate subsequent signal data processing, this embodiment also performs filtering and amplification processing on the acquired current signal sequentially, including: The high-frequency electromagnetic interference signal in the current signal is filtered out by using the second-order Butterworth low-pass filter circuit set in the signal processing unit. The current signal is filtered using an adaptive sliding window filtering algorithm integrated in the signal processing unit to obtain the filtered current signal. The adaptive sliding window filtering algorithm dynamically adjusts the window size according to the vehicle's driving status, and is expressed as follows: ; in, N For window size, This is the original current sampling value. This is the filtered current value.

[0041] By filtering and amplifying the first and second currents acquired in real time, a preprocessed current signal is output.

[0042] Furthermore, the above-mentioned fault quantification and determination strategy is as follows: First, based on the first and second currents within a set time period, the cumulative current difference between the two current values ​​is calculated. Specifically, the first current signal acquired from the front end of the low-voltage harness, after filtering, is recorded as... The second current signal collected at the rear end of the low-voltage harness, after filtering, is denoted as... Set sampling interval The continuous sampling sequence is k=1,2,...,n. Therefore, the formula for calculating the cumulative current difference is: ; In the above formula, express k The first current value at time t, Show k The second current value at time t, t Indicates the current moment. T To set a time period, T = 1 s .

[0043] Secondly, the basic fault status is determined based on the cumulative current difference: when the cumulative current difference is greater than the set threshold, the low-voltage harness is determined to be in a critical fault state; otherwise, it is determined to be in a safe operating state.

[0044] Furthermore, when the low-voltage harness is determined to be in a critical fault state, the mutation rate of the first current and the second current, as well as the current mutation coordination coefficient of the two currents, are calculated within a set time period. Based on the comparison between the calculation results and the set values, the critical fault state of the low-voltage harness is determined to be either a critical short-circuit state or a critical open-circuit state. In this embodiment, a current mutation coordination coefficient is set to determine the synchronicity of current mutations at the front and rear ends. Its calculation formula is as follows: ; in, This represents the rate of change of the first current at the front end. This indicates the rate of change of the second current at the back end; The compensation value can be set to 0.01 to avoid the denominator being 0; The value of is in the range of [0,1]. The closer the value is to 0, the more asynchronous the mutation is, and the higher the possibility of a critical fault.

[0045] Based on the above, the rate of change of the first current at the front end If the cumulative difference exceeds a set threshold (e.g., 5A / s), meaning the cumulative difference within 1 second exceeds 5A / s, and the synchronization is... If the value is less than the set value of 0.3, it means that the synchronization of the sudden changes at the front and rear ends has significantly decreased, and this is judged to be a critical short-circuit fault state; the first current change rate at the front end Less than a set threshold (e.g., -1.5A / min) and the rate of change of the second current at the back end. Less than a set threshold (e.g., -1 A / min), while maintaining synchronization. If the value is less than the set value of 0.4, it means that the synchronization of sudden changes between the front and back ends has decreased significantly, and at this time it is judged to be a critical open circuit fault state.

[0046] The above method can meet the real-time detection requirements of the low-voltage wiring harness of the motor controller in the driving scenario of new energy vehicles. By acquiring current at both ends and making specific quantitative judgments, it can specifically solve the problems of detection lag, insufficient accuracy and poor scenario adaptability in the existing technology. It also takes into account the convenience and engineering feasibility in actual use.

[0047] Preferably, a corresponding fault warning is issued based on the above determination result. In this embodiment, a corresponding warning is issued based on the determined fault state: when the fault state is determined to be critical short circuit or critical open circuit, the red indicator light on the instrument panel flashes and is accompanied by a buzzer alarm, while the fault type and emergency handling suggestions are displayed on the central control screen to remind the driver to stop and check as soon as possible, so as to ensure driving safety.

[0048] The low-voltage wiring harness fault detection method for new energy vehicle driving scenarios proposed in this embodiment can monitor the low-voltage wiring harness of the motor controller in real time during vehicle operation, detect critical faults in a timely manner and provide early warnings, and take corresponding emergency measures according to the fault level to avoid serious faults and safety breakdowns in the electric drive system, thus ensuring vehicle driving safety.

[0049] Example 3 This embodiment provides a vehicle, including the low-voltage wiring harness fault detection system for new energy vehicle driving scenarios proposed in Embodiment 1, or the low-voltage wiring harness fault detection method for new energy vehicle driving scenarios proposed in Embodiment 2.

[0050] The steps involved in Examples 2 and 3 above correspond to those in Example 1. For specific implementation details, please refer to the relevant description section of Example 1.

[0051] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0052] The above description is only a preferred embodiment of the present invention. Although the specific implementation of the present invention has been described in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solution of the present invention, various modifications or variations that can be made by those skilled in the art without creative effort are still within the scope of protection of the present invention.

Claims

1. A low-voltage wiring harness fault detection system for new energy vehicle driving scenarios, wherein in the vehicle electric drive system, the first port of the front-end module is connected to the second port of the motor controller via a low-voltage wiring harness, characterized in that... The fault detection system includes: The first detection module is connected to the first port of the front-end module and is used to detect the first current input at the front end of the low-voltage harness in real time. The second detection module is connected to the second port of the motor controller and is used to detect the second current input at the rear end of the low-voltage harness in real time. The logic judgment module is used to determine the state of the low-voltage wiring harness in the currently driving vehicle based on the first current and the second current and using a preset fault quantification judgment strategy. The state of the low-voltage wiring harness is divided into a safe operating state and a critical fault state. The critical fault includes a critical short circuit fault and a critical open circuit fault. The fault alarm module is used to promptly issue fault alarms when the low-voltage wiring harness is determined to be in a fault state.

2. The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in claim 1, characterized in that, Both the first detection module and the second detection module are connected to the logic judgment module via a CAN line. The first detection module includes: The first sensing resistor is electrically connected to the first port and is used to detect the first input current. The first signal processing unit is electrically connected to the first detection resistor and is used to filter and amplify the detected first current and output the pre-processed first current. The second detection module includes: The second sensing resistor is electrically connected to the second port and is used to detect the input second current. The second signal processing unit is electrically connected to the second detection resistor and is used to filter and amplify the detected second current, and output the preprocessed second current.

3. The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in claim 1, characterized in that, Filtering processes include: The high-frequency electromagnetic interference signal in the current signal is filtered out by using the second-order Butterworth low-pass filter circuit set in the signal processing unit. The filtered current signal is obtained using an adaptive sliding window filtering algorithm integrated in the signal processing unit; wherein, the window size is dynamically adjusted according to the vehicle driving status in the adaptive sliding window filtering algorithm.

4. The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in claim 3, characterized in that, The adaptive sliding window filtering algorithm is expressed as follows: ； Where N is the window size, This is the original current sampling value. This is the filtered current value.

5. The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in claim 1, characterized in that, The fault quantification and determination strategy is as follows: Based on the first current and the second current within a set time period, calculate the cumulative current difference between the two current values. The basic fault status is determined based on the cumulative current difference: when the cumulative current difference is greater than a set threshold, the low-voltage harness is determined to be in a critical fault state; otherwise, it is determined to be in a safe operating state. When the low-voltage wiring harness is determined to be in a critical fault state, the mutation rate of the first current and the second current and the current mutation coordination coefficient of the two currents are calculated within a set time period. Based on the comparison between the calculation results and the set values, the critical fault state of the low-voltage wiring harness is determined to be either a critical short circuit state or a critical open circuit state.

6. The low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in claim 5, characterized in that, The formula for calculating the cumulative current difference is: ； The formula for calculating the current mutation coordination coefficient is: ； ； ； in, This represents the first current value at time k. The second current value at time k is shown, t represents the current time, and T is the set time interval, T=1s. The set compensation value.

7. A method for detecting low-voltage wiring harness faults in a new energy vehicle driving scenario, wherein in the vehicle electric drive system, the first port of the front-end module is connected to the second port of the motor controller via a low-voltage wiring harness, characterized in that... The fault detection method includes: Real-time detection of the first current input at the front end of the low-voltage harness and the second current input at the rear end of the low-voltage harness; Based on the first current and the second current, a preset fault quantification judgment strategy is adopted to determine the state of the low-voltage wiring harness in the currently driving vehicle. The state of the low-voltage wiring harness is divided into a safe operating state and a critical fault state. Critical faults include critical short circuit faults, critical open circuit faults, and poor contact faults. When the low-voltage wiring harness is determined to be in a fault state, a fault alarm should be issued promptly.

8. The low-voltage wiring harness fault detection method in the driving scenario of new energy vehicles as described in claim 7, characterized in that, It also includes: filtering and amplifying the first and second currents acquired in real time, and outputting the pre-processed current signal; The filtering process includes: The high-frequency electromagnetic interference signal in the current signal is filtered out by using the second-order Butterworth low-pass filter circuit set in the signal processing unit. The filtered current signal is obtained using an adaptive sliding window filtering algorithm integrated in the signal processing unit; wherein, the window size is dynamically adjusted according to the vehicle driving status in the adaptive sliding window filtering algorithm.

9. The low-voltage wiring harness fault detection method under new energy vehicle driving scenarios as described in claim 7, characterized in that, The fault quantification and determination strategy is as follows: Based on the first current and the second current within a set time period, calculate the cumulative current difference between the two current values. The basic fault status is determined based on the cumulative current difference: when the cumulative current difference is greater than a set threshold, the low-voltage harness is determined to be in a critical fault state; otherwise, it is determined to be in a safe operating state. When the low-voltage wiring harness is determined to be in a critical fault state, the mutation rate of the first current and the second current and the current mutation coordination coefficient of the two currents are calculated within a set time period. Based on the comparison between the calculation results and the set values, the critical fault state of the low-voltage wiring harness is determined to be either a critical short circuit state or a critical open circuit state.

10. A vehicle, characterized in that, Includes the low-voltage wiring harness fault detection system for new energy vehicle driving scenarios as described in any one of claims 1-6, or implements the low-voltage wiring harness fault detection method for new energy vehicle driving scenarios as described in any one of claims 7-9.

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