Test system and equipment for driving controller

Abstract

The invention provides a test system and equipment for a driving controller, which are applied to the field of electrical equipment detection and control, and the system comprises a first test module, a second test module and a control module, the first test module is connected with an external power supply and is connected with a power supply test pin and a communication test pin of the driving controller; the second test module is connected with a function test pin of the driving controller; the control module is connected with the first test module and the second test module, and is configured to obtain first electrical parameter information of the power supply test pin, communication information of the communication test pin, second electrical parameter information analyzed through the communication information and third electrical parameter information of a working mode of the driving controller; and the control module is used for performing a simulation test on the driving controller based on the acquired first, second and third electrical parameter information and the communication information. The test system provided by the invention is used for detecting the performance of the vehicle driving controller, and can realize the full-process simulation test of the driving controller.

Description

Technical Field

[0001] This application relates to the field of electrical equipment testing and control, and in particular to a test system and equipment for a drive controller. Background Technology

[0002] The four-wheel drive controller is the core component for switching modes in four-wheel drive vehicles. Its performance directly determines the safety and reliability of vehicle operation. During the production process, it needs to undergo rigorous testing to ensure product quality. By switching the four-wheel drive switch, the driver can switch between two-wheel drive, four-wheel drive high-speed, and four-wheel drive low-speed modes. Therefore, the testing of the four-wheel drive controller must comprehensively cover the entire mode switching process.

[0003] Currently, existing testing solutions mostly focus on hardware and structural inspections. Technologies such as Automated Optical Inspection (AOI), In-Circuit Test (ICT), and communication testing can only verify component soldering defects, circuit continuity, and basic communication functions, thus limiting the scope of inspection. In addition, some solutions rely on manual operation of physical motors for verification, which results in high manual inspection costs and inaccurate test results. Summary of the Invention

[0004] This application provides a testing system and equipment for drive controllers, aiming to solve the problems of incomplete detection and insufficient detection accuracy of motor drive in four-wheel drive controllers in related technologies.

[0005] Firstly, a testing system is provided for a vehicle, the vehicle including a drive controller. The testing system includes a first testing module, a second testing module, and a control module. The first testing module is connected to an external power supply and is connected to the power test pin and communication test pin of the drive controller. The second testing module is connected to the functional test pin of the drive controller. The control module is connected to the first and second testing modules. The control module is configured to acquire first electrical parameter information from the power test pin, communication information from the communication test pin, and second electrical parameter information parsed from the communication information via the first testing module. The control module is also configured to switch the operating mode of the drive controller via the second testing module and acquire third electrical parameter information of the operating mode. The control module is used to perform simulated testing on the drive controller based on the acquired first electrical parameter information, second electrical parameter information, communication information, and third electrical parameter information.

[0006] Based on the above approach, the testing system provided in this application, after receiving the first electrical parameter information, second electrical parameter information, communication information, and third electrical parameter information through the control module, compares and analyzes them with preset standard parameter thresholds, communication protocol specifications, and dynamic performance indicators under different operating modes. This achieves systematic verification of the drive controller's power supply adaptability, communication reliability, and dynamic drive performance under different operating modes, and generates test results for each stage to determine whether the drive controller meets preset performance standards. The testing system provided in this application verifies the basic performance of the power interface through the first electrical parameter information, verifies the internal power data of the drive controller through the second electrical parameter information, and combines real-time monitoring of communication information with dynamic acquisition of the third electrical parameter information. This avoids the problems of traditional testing methods that only cover a single performance test and have incomplete data dimension coverage. This system improves the accuracy and comprehensiveness of testing the drive controller through multi-performance testing. Furthermore, this testing system is automated, meaning it can collect, analyze, and compare multi-dimensional parameters without human intervention during the testing process. This eliminates subjective errors caused by manual operation and shortens the testing time for a single controller. It is adaptable to the high-efficiency quality screening needs of large-scale production scenarios, reducing the manpower and time costs of batch testing. Ultimately, verifying the drive controller through this testing system can effectively reduce the risk of failures caused by drive controller performance defects in actual vehicle operation, improving the stability and safety of the vehicle during driving.

[0007] In one possible design, the functional test pins include a mode switching pin and a motor drive pin. The second test module includes a mode switching unit and a mode simulation unit. The mode switching unit is connected to the control module and the mode switching pins; the mode simulation unit is connected to the control module and the motor drive pins. The control module is configured to switch the operating mode of the drive controller via the mode switching unit, and the operating modes include two-wheel drive mode, four-wheel drive high-speed mode, and four-wheel drive low-speed mode. The control module is also configured to switch the drive mode of the drive controller via the mode simulation unit, and the drive modes include normal drive and abnormal drive.

[0008] Based on the above approach, the testing system provided in this application, through coordinated control of the mode switching unit and the mode simulation unit, can achieve automatic switching and real-time data acquisition of two-wheel drive / four-wheel drive operating modes and normal / abnormal drive modes. This covers the entire operating environment of the drive controller in actual working scenarios, providing broad testing coverage and avoiding the limitations of single-mode testing. Simultaneously, the automatic switching between different operating modes and drive modes of the drive controller, combined with automatic data synchronization feedback, not only shortens the time required for multi-mode testing and adapts to the high-efficiency requirements of batch testing, but also systematically verifies the response characteristics and stability of the drive controller under different mode combinations, effectively solving the problem of incomplete single-mode testing.

[0009] In one possible design, the mode switching pins include a first mode request pin and a second mode request pin. The mode switching unit includes a first switch and a second switch. The first terminal of the first switch is connected to the first mode request pin, the second terminal of the first switch is grounded, and the controlled terminal of the first switch is connected to the control module. The first terminal of the second switch is connected to the second mode request pin, the second terminal of the second switch is grounded, and the controlled terminal of the second switch is connected to the control module. Specifically, when the control module controls the drive controller to be in two-wheel drive mode, the first switch is closed and the second switch is open. When the control module controls the drive controller to be in four-wheel drive high-speed mode, both the first and second switches are open. When the control module controls the drive controller to be in four-wheel drive low-speed mode, the first switch is open and the second switch is closed. When the control module controls the drive controller to switch from two-wheel drive mode to four-wheel drive low-speed mode, the drive controller controls the motor to rotate forward. When the control module controls the drive controller to switch from four-wheel drive low-speed mode to two-wheel drive mode, the drive controller controls the motor to rotate in reverse.

[0010] Based on the above approach, the control module in the testing system provided in this application enables the drive controller to precisely switch between three modes: two-wheel drive, four-wheel drive high speed, and four-wheel drive low speed, by controlling the opening and closing combinations of the first and second switches. During mode switching, the module detects the forward and reverse rotation of the motor, realistically simulating the mode switching and motor response process of the drive controller in a real-world scenario. Simultaneously, the synchronously acquired motor dynamic parameters directly verify the compatibility between the mode switching logic and the motor control function, enhancing the comprehensiveness and accuracy of the drive motor testing. Furthermore, the combined control of the first and second switches allows for flexible switching between different test modes, eliminating the need for manually setting up separate test environments for different test scenarios, reducing manpower investment and lowering testing costs.

[0011] In one possible design, the motor drive pins include a first drive pin and a second drive pin, and the mode simulation unit includes a first test node, a second test node, and a load simulation subunit. The first test node is connected to the first drive pin; the second test node is connected to the second drive pin; the first end of the load simulation subunit is connected to the first test node, the second end of the load simulation subunit is connected to the second test node, and the controlled end of the load simulation subunit is connected to the control module.

[0012] Based on the above method, the test system provided in this application collects the drive electrical signal parameters output by the drive controller through the first test node, the second test node and the load simulation subunit. The load simulation subunit can be flexibly configured to work in normal drive or abnormal drive through the control module, realizing the restoration of the load environment during the actual operation of the motor, avoiding the deviation between no-load test and real working conditions, and ensuring that the collected third electrical parameter data is more consistent with the actual working performance of the drive controller.

[0013] In one possible design, the load simulation subunit includes: a third switch, a first simulated load, a fourth switch, and a second simulated load. The first terminal of the third switch serves as the first terminal of the load simulation subunit and is connected to the first test node; the controlled terminal of the third switch is connected to the control module. The first terminal of the first simulated load is connected to the second terminal of the third switch; the second terminal of the first simulated load serves as the second terminal of the load simulation subunit and is connected to the second test node. The first terminal of the fourth switch is connected to both the first terminal of the third switch and the first test node; the controlled terminal of the fourth switch is connected to the control module. The first terminal of the second simulated load is connected to the second terminal of the fourth switch; the second terminal of the second simulated load is connected to both the second terminal of the first simulated load and the second test node. When the control module controls the drive controller to operate under normal driving conditions, the third switch is closed and the fourth switch is open; when the control module controls the drive controller to operate under abnormal driving conditions, the third switch is open and the fourth switch is closed.

[0014] Based on the above method, the test system provided in this application can quickly switch the load simulation subunit between normal drive and abnormal drive by switching the on / off state of the third and fourth switches, realize the performance verification of the drive controller under different load conditions, ensure that the test results can cover the full operating characteristics of the drive controller, avoid the limitations of performance verification under a single load condition, and improve the comprehensiveness of drive controller testing.

[0015] In one possible design, the load simulation subunit further includes a fuse, one end of which is connected to the second end of the first simulated load and the second end of the second simulated load, and the other end of which is connected to the second test node.

[0016] Based on the above method, the test system provided in this application has the fuse connected in series in the test circuit throughout the entire test process, which will not affect the acquisition of electrical parameters under normal operating conditions. Furthermore, when overcurrent abnormalities are caused by different driving modes, the fuse can cut off the circuit in time, which can effectively prevent overcurrent abnormalities from damaging the drive controller and the test system, thereby improving the safety and reliability of the test system.

[0017] In one possible design, the power test pins include a first power supply pin and a second power supply pin. The first test module includes a main power supply simulation unit, a wake-up power supply simulation unit, and a communication unit. The main power supply simulation unit is connected to an external power supply, the first power supply pin, and the control module; the wake-up power supply simulation unit is connected to an external power supply, the second power supply pin, and the control module; and the communication unit is connected to the communication test pin and the control module.

[0018] Based on the above approach, the test system provided in this application directly collects the first electrical parameter information on the power supply pins through the main power supply simulation unit and the wake-up power supply simulation unit. Combined with the communication information obtained by the communication unit, and relying on the communication protocol to parse the second electrical parameter information from the communication messages sent by the drive controller, it achieves simulation and power adaptability verification of the drive controller's main power supply and wake-up power supply scenarios. The cross-verification of communication information and the second electrical parameter improves the comprehensiveness of communication function reliability testing. Simultaneously, the direct acquisition of the first electrical parameter and the parsed feedback of the second electrical parameter form complementary data, enabling the control module to more accurately compare power thresholds with communication protocol specifications, effectively strengthening the systematic testing effect on the power adaptability and communication reliability of the drive controller 1.

[0019] In one possible design, the communication test pins include a high-level communication pin and a low-level communication pin. The communication unit includes a first test pin, a second test pin, and a resistor. The first test pin is connected to the high-level communication pin; the second test pin is connected to the low-level communication pin; one end of the resistor is connected to the first test pin and the high-level communication pin, and the other end of the resistor is connected to the second test pin and the low-level communication pin.

[0020] Based on the above method, the test system provided in this application simulates the terminal load of the vehicle communication bus through the resistor in the communication unit, realizing impedance matching of the communication link, avoiding problems such as reflection and distortion in communication signal transmission, and ensuring the stability of data transmission rate and signal integrity. Simulating the terminal load of the vehicle communication bus with a resistor makes the communication function test scenario closer to the actual vehicle environment. At the same time, the transmission rate, signal integrity, and other parameters synchronously recorded by the communication unit can assist the control module in more accurately verifying the reliability and protocol compatibility of the drive controller's communication function, improving the realism of the communication test and the accuracy of the test results.

[0021] In one possible design, the main power supply simulation unit includes: a fifth switch, the first end of which is connected to an external power supply, the second end of which is connected to a first power supply pin, and the controlled end of which is connected to a control module; and / or, the wake-up power supply simulation unit includes: a sixth switch, the first end of which is connected to an external power supply, the second end of which is connected to a second power supply pin, and the controlled end of which is connected to a control module.

[0022] Based on the above approach, the testing system provided in this application sets a fifth and a sixth switch in the circuits of the main power supply simulation unit and the wake-up power supply simulation unit, and the control module controls the on / off state of the two switches, enabling the switching of the main power supply and wake-up power supply power supply states to simulate the normal power supply and disconnection scenarios of the vehicle power supply. Furthermore, the first electrical parameter information collected under different power supply states ensures the accuracy of the power supply scenario test, covers actual vehicle operating conditions, and improves the comprehensiveness of the testing process. At the same time, the hardware logic controlled by the switches is simple to operate and responds quickly, improving the efficiency of the testing process.

[0023] Secondly, a testing device is provided, which includes the testing system described in any optional embodiment of the first aspect. This testing system can perform full-process simulation testing of the drive controller. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the framework structure of a testing system provided in an embodiment of this application; Figure 2 This is a schematic diagram of the framework structure of another testing system provided in the embodiments of this application; Figure 3 This is a schematic diagram of the framework structure of another testing system provided in the embodiments of this application; Figure 4 This is a state transition diagram of drive controller mode switching and motor operation provided in an embodiment of this application; Figure 5 This is a schematic diagram of the framework structure of another testing system provided in an embodiment of this application; Figure 6 This is a schematic diagram of the framework structure of another testing system provided in an embodiment of this application; Figure 7 This is a schematic diagram of the framework structure of another testing system provided in an embodiment of this application; Figure 8 This is a schematic diagram of the framework structure of another testing system provided in an embodiment of this application; Figure 9 This is a schematic diagram of the circuit structure of a test system provided in an embodiment of this application; Figure 10This is a schematic diagram of the framework structure of another testing system provided in an embodiment of this application; Figure 11 This is an electrical schematic diagram of a testing device provided in an embodiment of this application; Figure 12 This is a schematic diagram of the flow structure of a control method for a testing system provided in an embodiment of this application; Figure 13 This is a schematic diagram of the flow structure of another control method for a test system provided in an embodiment of this application; Figure 14 This is a schematic diagram of the flow structure of another control method for a test system provided in an embodiment of this application; Figure 15 This is a schematic diagram of the flow structure of another control method for a test system provided in an embodiment of this application.

[0025] In the attached figures, the following labels are used: 1. Drive controller; 2. Test system; 21. First test module; 211. Main power supply simulation unit; 212. Wake-up power supply simulation unit; 213. Communication unit; 2131. First test pin; 2132. Second test pin; 22. Second test module; 221. Mode switching unit; 222. Mode simulation unit; 2221. First test node; 2222. Second test node; 2223. Load simulation subunit; K1, First switch; K2, Second switch; K3, Third switch; K4, Fourth switch; K5, Fifth switch; K6, Sixth switch; R1, First analog load; R2, Second analog load; R3, Resistor; FU, Fuse. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] As a core functional component for switching modes in four-wheel drive vehicles, the four-wheel drive controller's performance directly determines the vehicle's safety, stability, and reliability during operation. Therefore, a comprehensive and rigorous testing process is essential during manufacturing to ensure product quality before it leaves the factory. In practical applications, drivers control the four-wheel drive controller by operating the four-wheel drive mode switch, enabling flexible switching between different operating modes such as two-wheel drive (2H), four-wheel drive high range (4H), and four-wheel drive low range (4L). During this process, the four-wheel drive controller must accurately respond to mode switching requests, with the drive motor performing forward or reverse rotation. Therefore, testing of the four-wheel drive controller needs to fully cover the entire mode switching process to ensure its functional effectiveness and performance stability in actual use.

[0029] Currently, existing four-wheel drive controller testing solutions have certain limitations. On the one hand, the testing focus is mostly on the hardware structure and basic circuitry, typically employing conventional technologies such as automated optical inspection (AOI), in-circuit testing (ICT), and communication testing. These technologies can only identify component soldering defects, detect open / short circuits and component damage, and verify the basic Controller Area Network (CAN) communication function. They cannot cover the dynamic process of the four-wheel drive controller's drive motor switching modes, making it difficult to effectively monitor current and voltage changes and the accuracy of functional response during switching, resulting in an incomplete testing scope. On the other hand, some solutions rely on manual operation of the physical motor to complete functional verification, which not only leads to high labor costs and low testing efficiency but is also susceptible to subjective factors such as the operator's skill level and attention, resulting in poor consistency and accuracy of test results, making it difficult to meet the quality control requirements of large-scale production. The shortcomings of these testing solutions may lead to the risk of some malfunctioning products being released into the market, posing a safety hazard.

[0030] To this end, this application provides a test system and equipment for a drive controller. The test system can realize full-process test simulation of the vehicle four-wheel drive controller and complete the comprehensive verification of the controller's power adaptability, communication reliability and dynamic drive performance of mode switching.

[0031] The following description, in conjunction with the accompanying drawings, provides an exemplary description of the test system and equipment for the drive controller provided in the embodiments of this application.

[0032] This application provides a testing device, such as... Figure 1As shown, the testing equipment provided in this application is used to test the performance of the vehicle drive controller 1. The drive controller 1 is the core component for vehicle mode switching, and its power adaptability, communication reliability, and dynamic driving performance during mode switching directly affect the safety and stability of vehicle operation. The testing equipment also includes the testing system 2 provided in the embodiments of this application to realize full-process simulation testing of the drive controller.

[0033] To enable the test system 2 provided in this application to comprehensively simulate and test the core performance of the vehicle drive controller, in one example, such as Figure 1 As shown, the test system 2 includes a first test module 21, a second test module 22, and a control module (not shown in the figure). The first test module 21 is connected to an external power supply and is connected to the power test pin and communication test pin of the drive controller 1. The second test module 22 is connected to the function test pin of the drive controller 1. The control module is connected to the first test module 21 and the second test module 22. The control module is configured to acquire first electrical parameter information of the power test pin, communication information of the communication test pin, and second electrical parameter information parsed from the communication information through the first test module 21. The control module is also configured to switch the working mode of the drive controller through the second test module 22 and acquire third electrical parameter information of the working mode. The control module is used to perform simulated testing on the drive controller 1 based on the acquired first electrical parameter information, second electrical parameter information, communication information, and third electrical parameter information.

[0034] In this example, the first test module 21 of the test system 2 is connected to the power test pin and communication test pin of the drive controller 1, and the first test module 21 is also connected to an external power supply. The second test module 22 is connected to the corresponding function test pin of the drive controller 1. The control module establishes a bidirectional signal interaction link with the first test module 21 and the second test module 22 to ensure that the information transmission channel between the modules is in a stable and communicable state.

[0035] It should be understood that the power interface of drive controller 1 refers to the physical interface on drive controller 1 used to connect to external power. This power interface primarily includes two types of power supplies. The first type is a constant power (Klemme 30, KL30) interface, used to connect to the vehicle's permanent power supply, providing continuous power even when the vehicle is off; this is the power source for drive controller 1 in standby mode. The second type is a wake-up power (Klemme 15, KL15) interface, used to connect to the vehicle's start-up power supply, enabling drive controller 1 to switch from standby mode to operating mode. The KL30 interface of drive controller 1 is connected to the constant power pin in test system 2, and the KL15 interface is connected to the wake-up power pin.

[0036] Specifically, the control module outputs a data acquisition command to the first test module 21. The first test module 21 is connected to the power test pin of the drive controller 1. On one hand, it directly acquires the first electrical parameter information. The first electrical parameter information includes the static current of the constant power interface when the drive controller 1 is in standby mode, and the wake-up voltage of the wake-up power interface, realizing direct monitoring of the basic performance of the controller power interface of the drive controller 1. On the other hand, the first test module 21 is connected to the communication test pin of the drive controller 1, synchronously acquiring communication information and monitoring the communication information of the communication test pin. The communication information includes the message transmission and reception status of the CAN bus, communication baud rate matching, etc., and all the above information is fed back to the control module in real time. Subsequently, the communication test pin interacts with the drive controller 1 through CAN messages, sends a preset diagnostic message to the drive controller 1, receives the response message it receives, and parses the second electrical parameter information from the response message, specifically including the KL30 voltage and KL15 voltage acquired internally by the drive controller 1, thereby realizing the verification of the power parameters in the drive controller 1.

[0037] It is worth noting that although both the first and second electrical parameter information contain relevant parameter information for KL30 and KL15, the first electrical parameter information is obtained by directly detecting the static current of KL30 and the wake-up voltage of KL15 on the test system 2 through the pins of KL30 and KL15. The control module uses the first electrical parameter information to test the basic performance of the power interface of the drive controller 1. The second electrical parameter information is obtained by the drive controller 1 detecting the voltage values ​​of KL30 and KL15 after the control module establishes a communication connection with the communication interface of the drive controller 1 through the communication test pin of the test system 2, and sending a communication message, which is then parsed by the test system 2. The control module uses the second electrical parameter information to test the power detection function and communication feedback function inside the drive controller 1, verifying whether the drive controller 1 can accurately collect its own power parameters and reliably report them through the communication link, thus verifying the working effectiveness of the internal circuit of the drive controller 1 and the accuracy of data transmission. The first and second electrical parameter information are detected from two perspectives: direct external detection and indirect communication feedback. This ensures the performance testing of the power interface hardware and verifies the operational reliability of the internal functions of the drive controller 1, comprehensively covering the basic testing requirements of the drive controller 1.

[0038] During this period, the control module will also continuously collect the third electrical parameter information of the drive controller 1 in the current working mode through the second test module 22.

[0039] Specifically, the second test module 22 is connected to the functional test pins of the drive controller 1. The control module sends operating mode switching commands, such as two-wheel drive mode to four-wheel drive low-speed mode, to the drive controller 1 through the second test module 22. After the drive controller 1 executes the corresponding mode switch and enters the corresponding operating mode, the second test module 22 acquires electrical parameters in real time during the mode switching process and motor operation, including the pre-drive current during motor startup, the voltage and current status during stable operation, and the electrical signal parameters after the mode switch. The second test module 22 transmits the acquired real-time voltage and current data, i.e., the third electrical parameter information, to the control module.

[0040] It is worth noting that this embodiment and other embodiments are merely exemplary demonstrations of the core module composition, connection relationships, and functional configuration of the test system 2, and do not limit the specific hardware models, interface specifications, or other specific models of each module. In practical applications, they can be adapted according to the testing requirements of the vehicle under test or the drive controller under test. In addition, the illustrations are only example module architectures in the embodiments of this application, and other module splitting or integration methods that conform to the concept of this application are not excluded.

[0041] Thus, after receiving the first electrical parameter information, the second electrical parameter information, the communication information, and the third electrical parameter information, the control module compares and analyzes them with preset standard parameter thresholds, communication protocol specifications, and dynamic performance indicators under different operating modes. This achieves systematic verification of the power supply adaptability, communication reliability, and dynamic drive performance of the drive controller 1 under different operating modes, and generates test results for each stage to determine whether the drive controller 1 meets the preset performance standards. The test system 2 provided in this application verifies the basic performance of the power interface through the first electrical parameter information, verifies the internal power data of the drive controller 1 through the second electrical parameter information, and combines real-time monitoring of communication information and dynamic acquisition of the third electrical parameter information. This avoids the problem of traditional testing only covering a single performance test and incomplete data dimension coverage. This system improves the accuracy and comprehensiveness of testing the drive controller 1 through multi-performance testing. Furthermore, the testing system 2 is an automated testing system, meaning that it can complete the collection, analysis, and comparison of multi-dimensional parameters without human intervention during the testing process. This eliminates subjective errors caused by manual operation and shortens the testing time for a single controller. It can adapt to the high-efficiency quality screening requirements of large-scale production scenarios and reduce the manpower and time costs of batch testing. Finally, by verifying the drive controller 1 through the testing system 2, the risk of failure caused by performance defects of the drive controller 1 during actual vehicle operation can be effectively reduced, thereby improving the stability and safety of the vehicle during driving.

[0042] To ensure that the test system 2 provided in this application can fully cover the working mode switching and drive mode operation scenarios of the drive controller 1, and to verify its dynamic drive performance in different modes, in one example, such as Figure 2 As shown, the functional test pins of drive controller 1 include mode switching pins and motor drive pins. The second test module 22 includes a mode switching unit 221 and a mode simulation unit 222. The mode switching unit 221 is connected to the control module (not shown in the figure) and the mode switching pins of drive controller 1. The mode simulation unit 222 is connected to the control module and the motor drive pins of drive controller 1. The control module is configured to switch the operating mode of drive controller 1 via mode switching unit 221. The operating modes include two-wheel drive mode, four-wheel drive high-speed mode, and four-wheel drive low-speed mode. The control module is also configured to switch the drive mode of drive controller 1 via mode simulation unit 222. The drive modes include normal drive and abnormal drive.

[0043] In this example, the control module establishes a communication connection with the mode switching unit 221 and the mode simulation unit 222 of the second test module 22. At the same time, the mode switching unit 221 is connected to the mode switching pin of the drive controller 1, and the mode simulation unit 222 is connected to the motor drive pin of the drive controller 1.

[0044] The control module sends a target operating mode command to the mode switching unit 221. The mode switching unit 221 converts the target operating mode command into a corresponding electrical signal and transmits it to the mode switching pin of the drive controller 1, thereby controlling the drive controller 1 to complete the switching of the operating mode.

[0045] After the drive controller 1 operates stably in the target working mode, the control module sends a drive mode command to the mode simulation unit 222. The mode simulation unit 222 transmits a drive configuration signal to the drive controller 1 through the motor drive pin, so that the drive controller 1 enters the corresponding drive mode.

[0046] During the operation of the drive controller 1 in the target working mode and the drive mode, the mode simulation unit 222 continuously collects the dynamic electrical parameters, i.e., the third electrical parameter information, at both ends of the mode simulation unit 222, and synchronously feeds back the third electrical parameter information to the control module in real time. At the same time, the control module can coordinate the control of the mode switching unit 221 and the mode simulation unit 222 to sequentially switch the working mode (two-wheel drive, four-wheel drive high speed, four-wheel drive low speed) and the drive mode (normal drive, abnormal drive) to form a variety of different combination scenarios, thereby realizing multi-dimensional dynamic performance data acquisition.

[0047] The control module compares and analyzes the third electrical parameter information collected under different scenarios with the performance indicators of the corresponding preset modes to verify the operational stability of the drive controller 1 under different mode combinations, thereby completing a systematic test of its functional integrity and reliability.

[0048] Thus, by coordinating the control of the mode switching unit 221 and the mode simulation unit 222, automatic switching and real-time data acquisition of two-wheel drive / four-wheel drive operating modes and normal / abnormal drive modes can be achieved, covering the full-mode environment of the drive controller 1 in actual working scenarios. This provides a wide testing coverage and avoids the limitations of single-mode testing. Simultaneously, the automatic switching of different operating modes and drive modes of the drive controller 1, combined with automatic data synchronization feedback, not only shortens the time required for multi-mode testing and meets the high-efficiency requirements of batch testing, but also systematically verifies the response characteristics and stability of the drive controller 1 under different mode combinations, effectively solving the problem of incomplete single-mode testing.

[0049] In order to enable the test system 2 provided in this application to control the switching of the operating mode of the drive controller 1 and to test the forward and reverse rotation performance of the motor during the mode switching process, in one example, such as Figure 3 As shown, the mode switching pins of the drive controller 1 include a first mode request pin and a second mode request pin. The mode switching unit 221 includes a first switch K1 and a second switch K2. The first terminal of the first switch K1 is connected to the first mode request pin of the drive controller 1, the second terminal of the first switch K1 is grounded, and the controlled terminal of the first switch K1 is connected to the control module (not shown in the figure). The first terminal of the second switch K2 is connected to the second mode request pin of the drive controller 1, the second terminal of the second switch K2 is grounded, and the controlled terminal of the second switch K2 is connected to the control module. Specifically, when the control module controls the drive controller 1 to be in two-wheel drive mode, the first switch K1 is closed and the second switch K2 is open; when the control module controls the drive controller 1 to be in four-wheel drive high-speed mode, both the first switch K1 and the second switch K2 are open; when the control module controls the drive controller 1 to be in four-wheel drive low-speed mode, the first switch K1 is open and the second switch K2 is closed. When the control module controls the drive controller 1 to switch from two-wheel drive mode to four-wheel drive low-speed mode, the drive controller 1 controls the motor to rotate forward. When the control module controls the drive controller 1 to switch from four-wheel drive low-speed mode to two-wheel drive mode, the drive controller 1 controls the motor to rotate in reverse.

[0050] It is worth noting that this embodiment only demonstrates the switching of the three working modes using the hardware logic of the first switch K1 and the second switch K2, and does not limit the number of switches or the hardware type of the mode switching unit. Furthermore, in practical applications, the correspondence between the working modes and the on / off states of the switches can be adjusted according to the interface protocol of the drive controller 1. It should be understood that these adjustments are within the scope of this application.

[0051] In this example, the control module is connected to the controlled terminals of the first switch K1 and the second switch K2. The first switch K1 is connected to the first mode request pin of the drive controller 1, and the second switch K2 is connected to the second mode request pin.

[0052] When the control module needs to put the drive controller 1 into two-wheel drive mode, it sends a closing command to the first switch K1 and a closing command to the second switch K2. After the first switch K1 is closed, the first mode request pin is grounded through the first switch K1, and the second switch K2 is opened, keeping the second mode request pin at a high level. The drive controller 1 recognizes the level combination of the first and second mode request pins and enters two-wheel drive mode. When the control module needs to switch to four-wheel drive high-speed mode, it simultaneously sends a closing command to both the first and second switches K1. Both the first and second mode request pins remain at a high level, and the drive controller 1 switches to four-wheel drive high-speed mode. When the control module needs to switch to four-wheel drive low-speed mode, it controls the first switch K1 to open and the second switch K2 to close. The first mode request pin remains at a high level through the first switch K1, and the second mode request pin is grounded through the second switch K2, and the drive controller 1 enters four-wheel drive low-speed mode.

[0053] For example, such as Figure 4 As shown, the drive controller 1 switches between two-wheel drive mode (2H) and four-wheel drive low-speed mode (4L) with four-wheel drive high-speed mode (intermediate steady state) as the transition state. During the switching process, when switching from two-wheel drive mode to four-wheel drive low-speed mode through intermediate steady state, the motor rotates forward. When switching from four-wheel drive low-speed mode back to two-wheel drive mode through intermediate steady state, the motor rotates in reverse. The four-wheel drive high-speed mode is the stable state of current and voltage during the switching process.

[0054] Specifically, during the mode switching process, when drive controller 1 is in two-wheel drive mode, the first switch K1 is closed and the second switch K2 is open. When the control module sends a command to switch from two-wheel drive mode to four-wheel drive low-speed mode, it first transitions to closing the first switch K1 and the second switch K2. At this time, both the first and second mode request pins are in a low-level invalid request state. After drive controller 1 recognizes this level combination, the control module then sends an open command to the first switch and a close command to the second switch K2. The second mode request pin is grounded through K2. After drive controller 1 recognizes the combination of the first mode request pin being high and the second mode request pin being low, the motor completes the switch to four-wheel drive low-speed mode. The motor first transitions from two-wheel drive mode to four-wheel drive high-speed mode, which is an intermediate steady state, and finally reaches four-wheel drive low-speed mode. Based on the above process, drive controller 1 controls the motor to perform forward rotation until the motor stably enters four-wheel drive low-speed mode. At this time, when drive controller 1 is in four-wheel drive low-speed mode, the first switch K1 is open and the second switch K2 is closed. When the control module initiates a command to switch from four-wheel drive low-speed mode to two-wheel drive mode, it first transitions to closing the first switch K1 and the second switch K2. At this time, both the first and second mode request pins are in a low-level invalid request state. After drive controller 1 recognizes this level combination, the control module sends an open command to the second switch and a close command to the first switch. The first mode request pin is grounded through K1. At this time, the first mode request is low and the second mode request pin is high. After drive controller 1 recognizes the combination of the first mode request pin being low and the second mode request pin being high, the motor completes the switch to two-wheel drive mode. The motor first transitions from four-wheel drive low-speed mode to four-wheel drive high-speed mode (intermediate steady state) and finally reaches two-wheel drive mode. Based on the above process, drive controller 1 controls the motor to perform a reverse action until the motor stably enters two-wheel drive mode. At this time, when drive controller 1 is in two-wheel drive mode, the first switch K1 is closed and the second switch K2 is open.

[0055] In this example, after the drive controller 1 detects the level changes of the first mode request pin and the second mode request pin, the drive controller 1 controls the motor to perform the corresponding forward / reverse rotation action. At the same time, the mode simulation unit 222 synchronously collects the dynamic electrical parameters during the forward and reverse rotation of the motor, i.e., the third electrical parameter information, and feeds the third electrical parameter information back to the control module.

[0056] Thus, by controlling the opening and closing combinations of the first switch K1 and the second switch K2, the control module enables the drive controller 1 to precisely switch between three modes: two-wheel drive, four-wheel drive high speed, and four-wheel drive low speed. During mode switching, it detects the forward and reverse rotation of the motor, realistically simulating the mode switching and motor response process of the drive controller 1 in a real-world scenario. Simultaneously, the synchronously acquired motor dynamic parameters directly verify the compatibility between the mode switching logic and the motor control function, enhancing the comprehensiveness and accuracy of the drive controller 1 test. Furthermore, the combined control of the first switch K1 and the second switch K2 allows for flexible switching between different test modes, eliminating the need for manually setting up separate test environments for different test scenarios, reducing manpower investment and lowering testing costs.

[0057] To enable the test system 2 provided in this application to simulate the operating scenario of a motor load and accurately collect the electrical parameter data of the drive controller when driving the motor, in one example, the motor drive pins of the drive controller 1 include a first drive pin and a second drive pin, such as... Figure 5 As shown, the mode simulation unit 222 includes a first test node 2221, a second test node 2222, and a load simulation subunit 2223. The first test node 2221 is connected to the first drive pin of the drive controller 1. The second test node 2222 is connected to the second drive pin of the drive controller 1. The first end of the load simulation subunit 2223 is connected to the first test node 2221, the second end of the load simulation subunit 2223 is connected to the second test node 2222, and the controlled end of the load simulation subunit 2223 is connected to the control module (not shown in the figure).

[0058] It is worth noting that the structure of the first test node 2221, the second test node 2222, and the load simulation subunit 2223 in this embodiment exemplarily realizes motor load simulation to simulate the actual scenario of the drive controller 1 driving the motor during the test process. Therefore, the specific type of the load simulation subunit 2223 is not limited. The above content is set according to the actual needs of the drive controller 1 under test. In addition, the number of motor drive pins can also be adjusted according to the actual test requirements. The above content does not depart from the concept scope of this application.

[0059] In this example, the first test node 2221 is connected to the first drive pin of the drive controller 1, the second test node 2222 is connected to the second drive pin, the load simulation subunit 2223 is connected between the first test node 2221 and the second test node 2222, and the controlled end of the load simulation subunit 2223 is connected to the control module.

[0060] When drive controller 1 is in the target operating mode and drives the motor, the first drive pin and the second drive pin of drive controller 1 will output corresponding drive signals. These drive signals are transmitted to the load simulation subunit 2223 through the first test node 2221 and the second test node 2222 of the mode simulation unit 222. At this time, the control module can send instructions to the controlled end of the load simulation subunit 2223 according to the test requirements to configure the load simulation subunit 2223 to work in normal drive or abnormal drive mode. The control module can adjust the load resistance value of the load simulation subunit 2223 to simulate the test conditions of the motor in different drive controller 1.

[0061] During the driving process of drive controller 1, the first test node 2221 and the second test node 2222 of the mode simulation unit 222 synchronously collect dynamic parameters of the drive electrical signal, such as the pre-drive current during motor startup, the voltage and current states during stable operation, and the electrical signal parameters after mode switching. These data constitute the third electrical parameter information. Simultaneously, the load simulation subunit 2223 simulates the actual load characteristics of the motor, placing drive controller 1 in a load environment close to real operation, ensuring that the collected electrical parameter data reflects the actual performance of the drive controller. Then, the mode simulation unit 222 transmits the collected third electrical parameter information to the control module, comparing it with preset indicators under the corresponding load scenario to test the drive stability and parameter compliance of drive controller 1 under different load conditions.

[0062] Thus, the test system 2 provided in this application collects the drive electrical signal parameters output by the drive controller 1 through the first test node 2221, the second test node 2222, and the load simulation subunit 2223. The load simulation subunit 2223 can be flexibly configured to work in normal drive or abnormal drive through the control module, realizing the restoration of the load environment during the actual operation of the motor, avoiding the deviation between no-load test and real working conditions, and ensuring that the collected third electrical parameter data is more consistent with the actual working performance of the drive controller 1.

[0063] To enable the test system 2 provided in this application to verify the performance of the drive controller 1 under normal and abnormal driving conditions by switching different simulated loads, in one example, such as Figure 6As shown, the load simulation subunit 2223 includes a third switch K3, a first simulated load R1, a fourth switch K4, and a second simulated load R2. The first end of the third switch K3 serves as the first end of the load simulation subunit 2223 and is connected to the first test node 2221. The controlled end of the third switch K3 is connected to a control module (not shown in the figure). The first end of the first simulated load R1 is connected to the second end of the third switch K3, and the second end of the first simulated load R1 serves as the second end of the load simulation subunit 2223 and is connected to the second test node 2222. The first end of the fourth switch K4 is connected to the first end of the third switch K3 and the first test node 2221, and the controlled end of the fourth switch K4 is connected to the control module. The first end of the second simulated load R2 is connected to the second end of the fourth switch K4, and the second end of the second simulated load R2 is connected to the second end of the first simulated load R1 and the second test node 2222. When the control module controls the drive controller 1 to be in normal driving mode, the third switch K3 is closed and the fourth switch K4 is open; when the control module controls the drive controller 1 to be in abnormal driving mode, the third switch K3 is open and the fourth switch K4 is closed.

[0064] In this example, the first test node 2221 is connected to the first drive pin of the drive controller 1, the second test node 2222 is connected to the second drive pin, and the controlled terminals of the third switch K3 and the fourth switch K4 are respectively connected to the control module.

[0065] When the control module requires the drive controller 1 to operate in normal driving mode, the control module controls the third switch K3 to close and the fourth switch K4 to open. After the third switch K3 closes, the first simulated load R1 is connected to the first test node 2221 through the third switch K3. At the same time, the other end of the first simulated load R1 is connected to the second test node 2222. At this time, the drive signal of the drive controller 1 will be applied to the first simulated load R1, which can simulate the working condition of the motor during normal operation. The first test node 2221 and the second test node 2222 of the mode simulation unit 222 will synchronously collect the electrical parameters under this working state, that is, the third electrical parameter information, and transmit the third electrical parameter information to the control module.

[0066] When the control module needs to test the motor operated under abnormal drive conditions by the drive controller 1, the control module controls the third switch K3 to open and the fourth switch K4 to close. The opening of the third switch K3 causes the first simulated load R1 to exit the loop. After the fourth switch K4 closes, the second simulated load R2 is connected to the first test node 2221 and the second test node 2222, forming a loop. At this time, the drive signal of the drive controller 1 is applied to the second simulated load R2, simulating the load condition of the motor operating abnormally. Simultaneously, the first test node 2221 and the second test node 2222 synchronously acquire the third electrical parameter under this condition and feed it back to the control module for comparison with preset parameter indicators to determine whether the drive controller 1 meets the testing requirements under this condition.

[0067] In this way, by switching the on / off state of the third switch K3 and the fourth switch K4, the load simulation subunit 2223 can quickly switch between normal drive and abnormal drive, realize the performance verification of drive controller 1 under different load conditions, ensure that the test results can cover the full operating characteristics of drive controller 1, avoid the limitations of performance verification under a single load condition, and improve the comprehensiveness of drive controller 1 testing.

[0068] In order to enable the test system 2 provided in this application to protect the drive controller 1 and the test system 2 under simulated load conditions and avoid circuit damage caused by abnormal loads, in one example, such as Figure 7 As shown, the load simulation subunit 2223 also includes a fuse FU. One end of the fuse FU is connected to the second end of the first simulated load R1 and the second end of the second simulated load R2, and the other end of the fuse FU is connected to the second test node 2222.

[0069] It is worth noting that in this example, the fuse FU is only placed between the first analog load R1, the second analog load R2 and the second test node 2222. It can also be placed between the third switch K3, the fourth switch K4 and the first test node 2221. In addition, the specifications of the fuse can be adapted and adjusted according to the parameter requirements of the test circuit, all of which do not deviate from the concept scope of this application.

[0070] In this example, the fuse FU is connected in series between the common terminal of the first simulated load R1 and the second simulated load R2 and the second test node 2222, and together with the third switch K3, the fourth switch K4 and the first simulated load R1 and the second simulated load R2, it forms a load simulation subunit 2223 with protection function.

[0071] When the control module controls the drive controller 1 to be in normal driving mode, the third switch K3 is closed and the fourth switch K4 is open. The first simulated load R1 is connected to the circuit. The drive signal of the drive controller 1 is transmitted to the second test node 2222 through the first test node 2221, the third switch K3, the first simulated load R1, and the fuse FU to form a complete drive circuit. At this time, the fuse FU is in a normal conducting state. The circuit current is monitored in real time to ensure that it is within the safe range. In order to quickly switch the circuit when the protection circuit is abnormal, it can avoid damage to the drive controller 1 and the test system 2 caused by abnormal current.

[0072] When the control module switches to abnormal drive mode, the third switch K3 is open and the fourth switch K4 is closed. The second simulated load R2 is connected to the circuit. The drive signal sent by the drive controller 1 is transmitted to the second test node 2222 via the first test node 2221, the fourth switch K4, the second simulated load R2, and the fuse FU. If the circuit current caused by the second simulated load R2 of the simulated abnormal drive motor exceeds the rated value of the fuse FU, the fuse FU will quickly blow, cutting off the test circuit and preventing excessive current from damaging the drive controller 1 and the test system 2.

[0073] Thus, throughout the entire testing process, the fuse FU is always connected in series in the test circuit, which will not affect the acquisition of electrical parameters under normal operating conditions. Furthermore, when overcurrent abnormalities are caused by different driving modes, the fuse FU can cut off the circuit in time, effectively preventing overcurrent abnormalities from damaging the drive controller 1 and the test system 2, thereby improving the safety and reliability of the test system 2.

[0074] To enable the test system 2 provided in this application to test the power supply scenario of the drive controller 1 and verify the communication function of the drive controller 1, in one example, the power supply test pins of the drive controller 1 include a first power supply pin and a second power supply pin, such as... Figure 8 As shown, the first test module 21 includes a main power supply simulation unit 211, a wake-up power supply simulation unit 212, and a communication unit 213. The main power supply simulation unit 211 is connected to an external power supply, the first power supply pin of the drive controller 1, and a control module (not shown in the figure). The wake-up power supply simulation unit 212 is connected to an external power supply, the second power supply pin of the drive controller 1, and the control module. The communication unit 213 is connected to a communication test pin and the control module.

[0075] In this example, the main power supply simulation unit 211 and the wake-up power supply simulation unit 212 are connected to the external power supply and the control module, respectively. At the same time, the main power supply simulation unit 211 is connected to the first power supply pin of the drive controller 1, and the wake-up power supply simulation unit 212 is connected to the second power supply pin of the drive controller 1.

[0076] During the testing phase of the first test module 21, the control module sends a power supply command to the main power supply simulation unit 211, causing the main power supply simulation unit 211 to draw power from an external power source and output a preset main power supply voltage. The external power source connected to the main power supply simulation unit 211 is used to simulate the on-board constant voltage KL30. The main power supply simulation unit 211 provides main power to the drive controller 1 through the first power supply pin. At the same time, the main power supply simulation unit 211 directly collects the electrical parameters on the first power supply pin and sends the voltage and current data to the control module to verify the power adaptability of the drive controller 1 under the main power supply.

[0077] The control module sends a wake-up command to the wake-up power supply simulation unit 212, which draws power from an external power source and outputs a wake-up voltage signal. The external power source connected to the wake-up power supply simulation unit 212 is used to simulate the wake-up voltage KL15 for vehicle startup. The wake-up function of the drive controller 1 is triggered through the second power supply pin. In the above process, the wake-up power supply simulation unit 212 directly collects the electrical parameters on the second power supply pin, which, together with the voltage and current data collected by the main power supply simulation unit 211, are referred to as the first electrical parameter information. The wake-up power supply simulation unit 212 feeds back the collected voltage and current parameters to the control module to verify the effectiveness of the wake-up function of the drive controller 1 and its power compatibility.

[0078] During the communication function testing phase, the control module establishes a communication connection with the drive controller 1 through the communication unit 213, and sends status queries, command requests, and other information to the drive controller 1 according to a preset protocol. The communication unit 213 receives the communication information in response from the drive controller 1 and synchronously transmits the communication information to the control module, thus verifying the reliability of the drive controller's communication function. Simultaneously, the drive controller 1 sends communication messages to the control module, from which the control module can parse the electrical parameter data monitored by the drive controller 1 itself, i.e., the second electrical parameter information.

[0079] During the testing process of the first test module 21, the control module will compare the first electrical parameters detected by the main power supply simulation unit 211 and the wake-up power supply simulation unit 212 with the preset power threshold, compare the received communication information with the communication protocol specification, and perform cross-verification in combination with the parsed second electrical parameter information to complete the systematic test of the power adaptability and communication reliability of the drive controller 1.

[0080] Thus, by directly acquiring the first electrical parameter information from the power supply pins through the main power supply simulation unit 211 and the wake-up power supply simulation unit 212, and combining it with the communication information obtained by the communication unit 213, and relying on the communication protocol to parse the second electrical parameter information from the communication messages sent by the drive controller 1, the simulation of the main power supply and wake-up power supply scenarios of the drive controller 1 and the verification of its power compatibility are realized. The cross-verification of communication information and the second electrical parameter improves the comprehensiveness of the reliability testing of the communication function. Simultaneously, the direct acquisition of the first electrical parameter and the parsed feedback of the second electrical parameter form complementary data, enabling the control module to more accurately compare the power threshold with the communication protocol specifications, effectively strengthening the systematic testing effect on the power compatibility and communication reliability of the drive controller 1.

[0081] To enable the test system 2 provided in this application to simulate the terminal load scenario of the communication bus and improve the realism and stability of the communication function test, in one example, the communication test pins of the drive controller 1 include high-level communication pins and low-level communication pins, such as... Figure 9 As shown, the communication unit 213 includes a first test pin 2131, a second test pin 2132, and a resistor R3. The first test pin 2131 is connected to the high-level communication pin of the drive controller 1. The second test pin 2132 is connected to the low-level communication pin of the drive controller 1. One end of the resistor R3 is connected to the first test pin 2131 and the high-level communication pin of the drive controller 1, and the other end of the resistor R3 is connected to the second test pin 2132 and the low-level communication pin of the drive controller 1.

[0082] It is worth noting that this embodiment uses resistor R3 as the terminal load of the communication bus. The resistance value of resistor R3 can be exemplarily selected as a 120-ohm (Ω) resistor. A 120Ω terminal load typically matches the resistance value of commonly used terminal matching resistors for automotive CAN buses. Other suitable resistance values ​​can also be selected according to the impedance matching requirements of the actual communication bus. Furthermore, this embodiment does not limit the number of terminal loads; a single resistor can be used, or multiple resistors can be added to adapt to the requirements of different bus types. In addition, the type of communication test pins can be flexibly adjusted according to the interface requirements of the actual communication bus. It should be understood that the above content does not exceed the scope of this application.

[0083] In this example, the first test pin 2131 is connected to the high-level communication pin of the drive controller 1, the second test pin 2132 is connected to the low-level communication pin of the drive controller 1, and the resistor R3 is connected between the first test pin 2131 and the second test pin 2132 to form a communication link with a terminal load.

[0084] When the control module initiates a communication function test, it sends a communication command to the drive controller 1 through the first test pin 2131 and the second test pin 2132 of the communication unit 213. At this time, resistor R3 acts as the terminal load of the communication bus, simulating the impedance matching scenario in the actual vehicle communication network, and avoiding problems such as reflection and distortion of communication signals during transmission.

[0085] After receiving the command, the drive controller 1 sends a response signal to the communication unit 213 via its high-level and low-level communication pins. The response signal is then transmitted to the control module via the first test pin 2131 and the second test pin 2132. During this process, resistor R3 maintains the impedance matching of the communication link to ensure the stability of information transmission. The communication unit 213 transmits the communication information of the communication process to the control module, and the drive controller 1 also transmits a communication message containing the second electrical parameter to the control module through the communication unit 213. The control module continuously monitors whether the communication messages and communication cycle transmitted between the communication unit 213 and the drive controller 1 are normal, and monitors whether any abnormalities occur during the communication process.

[0086] In the test process of the first test module 21, the terminal load configuration of resistor R3 makes the communication link closer to the actual vehicle environment of the drive controller 1, and can more accurately verify the reliability and compatibility of the communication function of the drive controller 1.

[0087] Thus, by simulating the terminal load of the vehicle communication bus through resistor R3 in communication unit 213, impedance matching of the communication link is achieved, avoiding problems such as reflection and distortion in communication signal transmission, and ensuring the stability of data transmission rate and signal integrity. Resistor R3 simulating the terminal load of the vehicle communication bus makes the communication function test scenario closer to the actual vehicle environment. Simultaneously, the transmission rate, signal integrity, and other parameters synchronously recorded by communication unit 213 can assist the control module in more accurately verifying the reliability and protocol compatibility of the drive controller 1's communication function, improving the realism of the communication test and the accuracy of the test results.

[0088] In order for the test system 2 provided in this application to control the on / off states of the main power supply and the wake-up power supply, and to simulate the power supply / power failure scenarios of the vehicle power supply, in one example, such as Figure 10 As shown, the main power supply simulation unit 211 includes a fifth switch K5. The first end of the fifth switch K5 is connected to an external power supply, the second end of the fifth switch K5 is connected to the first power supply pin of the drive controller 1, and the controlled end of the fifth switch K5 is connected to the control module.

[0089] In this example, during the testing of the main power supply simulation unit 211, the control module controls the fifth switch K5 to close. After the fifth switch K5 is closed, the external power supply provides main power to the drive controller 1 through the first power supply pin. At the same time, the main power supply simulation unit 211 collects the first electrical parameter information on the first power supply pin and feeds it back to the control module. If it is necessary to simulate a main power supply failure scenario, the control module controls the fifth switch K5 to open, thereby cutting off the main power supply circuit.

[0090] In one example, such as Figure 10 As shown, the wake-up power supply simulation unit 212 includes a sixth switch K6. The first end of the sixth switch K6 is connected to an external power supply, the second end of the sixth switch K6 is connected to the second power supply pin of the drive controller 1, and the controlled end of the sixth switch K6 is connected to the control module.

[0091] In this example, during the testing of the wake-up power supply simulation unit 212, the control module controls the sixth switch K6 to close. After the sixth switch K6 closes, the external power supply outputs a wake-up voltage signal to the drive controller 1 through the second power supply pin. The drive controller 1 is then connected to the wake-up power supply, and the wake-up power supply simulation unit 212 synchronously acquires the first electrical parameter information on the second power supply pin of the drive controller 1. If it is necessary to end the wake-up power supply, the control module sends a disconnect command to the controlled terminal of the sixth switch K6, and the sixth switch K6 opens, thus cutting off the wake-up power supply circuit.

[0092] The control module controls the on / off states of the fifth switch K5 and the sixth switch K6, enabling the test system 2 to flexibly switch between main power supply, wake-up power supply, and power-off states. This simulates the normal vehicle power supply process and verifies the stability of the drive controller 1 under power interruption and wake-up scenarios, allowing the power compatibility test to cover more comprehensive actual operating conditions. Optionally, the first test module 21 can have both the fifth switch K5 and the sixth switch K6, or only one of them; this application does not impose specific restrictions on this.

[0093] Thus, by setting a fifth switch K5 and a sixth switch K6 in the circuits of the main power supply simulation unit 211 and the wake-up power supply simulation unit 212, and controlling the on / off state of the two switches by the control module, the power supply / off state switching between the main power supply and the wake-up power supply can be realized to simulate the normal power supply and disconnection scenarios of the vehicle power supply. Furthermore, the first electrical parameter information collected under different power supply states can ensure the accuracy of the power supply scenario test, covering actual vehicle operating conditions and improving the comprehensiveness of the testing process. At the same time, the hardware logic controlled by the switches is simple to operate and responds quickly, improving the efficiency of the testing process.

[0094] In one possible implementation, such as Figure 11As shown, this application provides an electrical schematic diagram of a testing device. The testing device provided by this application includes a testing system 2, applied to a four-wheel drive controller of a vehicle, namely a drive controller 1, and can realize automated testing of the four-wheel drive controller. The testing system 2 consists of a first testing module 21, a second testing module 22, and a control module. The first testing module 21 is connected to an external power supply and is connected to the power test pin and communication test pin of the drive controller 1; the second testing module 22 is connected to the function test pin of the drive controller 1; the control module interacts with the two testing modules and can obtain first electrical parameter information, communication information, second electrical parameter information, and third electrical parameter information, and complete the simulation test of the drive controller 1 based on the above information.

[0095] The test equipment provided in this application is configured with 26 external pins (#1-#26, representing pins 1-26), such as... Figure 11 As shown, multiple external pins are connected to the drive controller under test (DUT) 1 via corresponding test nodes (TP1-TP24). Some pins are reserved for future expansion to support other functions. For example, the #11 solenoid valve coil drive (high-side) pin controls the current in the transfer case coil. HSD is typically used in vehicles equipped with a front axle half-shaft disconnect function. During the transition from two-wheel drive to high-speed four-wheel drive, the transfer case coil is energized to bring the front and rear output shafts of the transfer case to the same speed, providing the necessary conditions for the next step of switching the vehicle from two-wheel drive to high-speed four-wheel drive via the transfer case motor.

[0096] Table 1

[0097] Besides the reserved pins, the core function pins correspond one-to-one with the modules set in the test system 2. Table 1 above shows the pin numbers, function descriptions, and signal characteristics of the core function pins: for example, #1 / #14 correspond to the high-to-low drive pins of the motor, and #2 / #15 correspond to the low-to-high drive pins of the motor. #1 / #14 and #2 / #15 are connected to the first test node 2221 and the second test node 2222 of the mode simulation unit 222, transmitting the drive signal to the first simulated load R1 / second simulated load R2 of the load simulation subunit 2223. #4 and #16 correspond to the configurable input pins of the 2H and 4L modes, respectively. Configurable input 2 and configurable input 3 are input interfaces in the test equipment with customizable functions. Configurable input 2 corresponds to pin #4, and configurable input 3 corresponds to pin #16. #4 and #16 correspond to the first switch K1 connected to test node TP15 and the second switch K2 connected to test node TP11, respectively. By controlling the grounding / disconnection state of these two input interfaces, the working mode request sent by the vehicle to the drive controller 1 can be simulated. #8 and #9 are CAN communication pins. The Powertrain CAN (TPCAN) bus is a high-speed bus in the vehicle CAN network responsible for powertrain communication. CAN High is the high-level communication pin, and CAN Low is the low-level communication pin. An external resistor R3 is connected between these two communication lines to ensure stable transmission of CAN communication messages between the host computer and drive controller 1, and to avoid signal reflection interference. #23 is the KL15 wake-up power supply pin, connected to the wake-up power supply simulation unit 212 of test system 2 via the sixth switch K6. When the sixth switch K6 is closed, the KL15 wake-up voltage is input to drive controller 1, triggering drive controller 1 to switch from standby mode to working mode. #25 / #12 are ground pins, corresponding to test nodes TP2 and TP23, connected to the ground terminal of test system 2 to form a stable electrical circuit. #26 / #13 are power supply pins, corresponding to test nodes TP1 and TP24 respectively, connected to the main power supply simulation unit 211 of test system 2 via the fifth switch K5, providing continuous power to drive controller 1. These pins cover the core functions required by Test System 2, ensuring comprehensiveness and security of the test.

[0098] The first test module 21 includes a main power supply simulation unit 211, a wake-up power supply simulation unit 212, and a communication unit 213.

[0099] The main power supply simulation unit 211 corresponds to the #13 and #26 Battery pins. The two fifth switches K5, which have the same function, are used to control the on / off state of the simulated constant power KL30. One end of the fifth switch K5 is connected to the external power supply, and the other end is connected to the first power supply pin (#13, #26) of the drive controller 1. The controlled end is connected to the control module. In practice, two power inputs need to be configured to simulate the power supply of the vehicle's battery.

[0100] The wake-up power supply simulation unit 212 corresponds to the Ignition (KL15) pin #23. One end of the sixth switch K6 is connected to an external power supply, and the other end is connected to the second power supply pin #23 of the drive controller 1. The controlled end of the sixth switch K6 is connected to the control module to simulate the on / off state of the vehicle's start-up power supply. In addition, the power supply-related pins also include the Ground pins #12 and #25, which are connected to the negative terminal of the external power supply. The test equipment's pins #12, #13, #23, #25, and #26 together provide the drive controller 1 with a power supply environment that conforms to the actual vehicle-mounted scenario.

[0101] Communication unit 213 corresponds to CAN High (#8) and CAN Low (#9) pins. The first test pin 2131 is connected to #8 (high-level communication pin), and the second test pin 2132 is connected to #9 (low-level communication pin). Resistor R3 is connected between the first test pin 2131 and the second test pin 2132. Resistor R3 acts as a terminating resistor to ensure signal transmission integrity and prevent signal reflection. It is also connected to the host computer via a CAN communication device. It is worth noting that this application does not limit the model or manufacturer of the CAN testing device. The host computer can use this communication link to perform drive status detection, data acquisition, and diagnostic operations on the four-wheel drive controller.

[0102] The second test module 22 includes a mode switching unit 221 and a mode simulation unit 222.

[0103] The mode switching unit 221 corresponds to mode switching pins #4 and #16. #4 is the first mode request pin (configurable input 2), controlled by the first switch K1. One end of the first switch K1 is connected to #4, and the other end is grounded. #16 is the second mode request pin (configurable input 3), controlled by the second switch K2. One end of the second switch K2 is connected to #16, and the other end is grounded. The control module switches the operating mode by combining the opening and closing of the first switch K1 and the second switch K2. During mode switching, the motor rotates forward or backward accordingly.

[0104] The mode simulation unit 222 corresponds to motor drive pins #1, #2, #14, and #15, which are four Motor High-Low and Motor Low-High pins. It forms an H-bridge structure simulating motor drive, with two Motor High-Low pins connected to one side of the load and two Motor Low-High pins connected to the other side. The two nodes of the H-bridge correspond to the first test node 2221 and the second test node 2222.

[0105] The load simulation subunit 2223 is connected between the first test node 2221 and the second test node 2222. The control module can collect the current and voltage data on both sides of the first simulated load R1 and the second simulated load R2 in real time, and compare them with the internal electrical parameter data of the four-wheel drive controller obtained through CAN diagnostics. According to the test command, the control device can select to connect the load under normal driving state or the load under abnormal high current state by switching the third switch K3 and the fourth switch K4. At the same time, a fuse is connected in series in the circuit on the other side of the load to realize overcurrent protection for the test circuit and the four-wheel drive controller under test.

[0106] This application embodiment also provides a control method for a test system 2, which is applied to the test system 2 described in any of the above optional methods. Figure 12 This is a schematic diagram of the flow structure of a control method for a test system 2 provided in an embodiment of this application. The method 100 is used to detect the basic power performance and communication function of the drive controller 1. The method 100 is described in detail below.

[0107] Among them, test system 2 can refer to, for example, Figures 1 to 11 Test system 2 is shown.

[0108] S101, Standby Mode Static Current Detection: Close the fifth switch K5 of the Battery power switch, wait for 3 seconds, drive controller 1 to enter low power mode, and read the current value of the Battery pin at this time.

[0109] When performing static current detection in standby mode, the Battery power switch is first closed (simulating the constant power supply of the KL30 in the vehicle), and the drive controller 1 is allowed to enter low-power standby mode after waiting for 3 seconds. Then, the test system 2 reads the current value at the Battery pin and compares it with the judgment standard of "static current ≤ 0.2 mA" to verify whether the power consumption of the drive controller 1 in standby mode meets the design requirements.

[0110] S102, KL15 wake-up voltage detection: After closing the Battery power switch, close the KL15 power switch. After the communication between the host computer and the drive controller 1 is normal, read the voltage value U of the KL15 pin.

[0111] When performing KL15 wake-up voltage detection, first keep the Battery power switch in the closed state, then close the KL15 power switch (simulating the vehicle start-up wake-up signal). After the communication link between the host computer and the drive controller 1 is established and the communication status is normal, the test system 2 reads the voltage value U of the KL15 pin. By judging whether the voltage is within the range of "7.3±0.3 volts (V)", the adaptability of the drive controller 1 to the wake-up power supply voltage is verified.

[0112] S103, CAN communication detection: Close the Battery power switch and the KL15 power switch to detect the CAN communication messages and communication cycle between the host computer and the drive controller 1.

[0113] With both the Battery power switch and the KL15 power switch in the closed position, the test system 2 detects the CAN communication message transmission status and communication cycle between the host computer and the drive controller 1. If the message is successfully received and the communication cycle meets the preset specifications, it is determined that the communication function of the drive controller 1 is operating normally, thereby verifying its communication reliability.

[0114] S104, Power Supply Voltage Detection: Close the Battery power switch and the KL15 power switch, and send the voltage value U of the controller under test via CAN communication. 30 And U 15 .

[0115] With both the Battery and KL15 power switches closed, test system 2 sends a specified command (such as message "03 22 A0 10") to the host computer via the CAN bus. After the drive controller 1 sends a response message, it parses the XX and YY fields within the message. The XX field (value range 0x528-0x564) corresponds to the KL30 power supply voltage U. 30 The YY field (value range 0x2BC-0x2F8) corresponds to the KL15 wake-up voltage U. 15 Ultimately, by judging U 30 Is it within "13.5±0.3V", U 15 Verify whether the power supply is within the range of "7.3±0.3V" to complete the internal power monitoring function of drive controller 1.

[0116] In one example Figure 13 This is a schematic flowchart illustrating another control method for a test system provided in this application embodiment. Method 200 is used to implement the basic configuration preparation of the drive controller 1 and the full-process testing of the core functions of the motor drive. Method 200 is described in detail below. The test system 2 can refer to, for example... Figures 1 to 11 Test system 2 is shown.

[0117] S201: Close the Battery switch and KL15 switch, and open all other switches to perform configuration word writing and verification.

[0118] Close the Battery switch to simulate constant power supply from KL30, then close the KL15 switch to simulate wake-up power supply; all other switches are open. The host computer first sends service 1003 to enter the extended session and then sends command 3E00 to keep the session alive. It needs to determine whether a 7E00 response is received from the controller within 100 milliseconds (ms). If not, 3E00 is resent. Next, service 2701 is sent to unlock secure access, followed by service 2702. If the received response is not 6702 but 7F 27 7F, 2701 and 2702 are resent. After secure access is completed, service 2E F1 B1 is sent to enter the configuration word writing process. It needs to confirm receipt of the controller's 6E F1 B1 response; otherwise, it re-enters the extended session and retrys. After writing is complete, service 1101 is sent to restart the controller. After restarting, service 22 F1B1 is sent to read the current configuration word. If the read configuration word matches the latest written configuration word, this step is successful.

[0119] S202, close the Battery switch and KL15 switch, and the host computer will put the drive controller 11 into factory mode by establishing an extended session and unlocking secure access.

[0120] Close the Battery and KL15 switches, and open the remaining switches. The host computer first sends a 1003 service command to enter the extended session, then sends a 3E00 keep-alive command. If a 7E00 response is not received within 100ms, it resends the command. Next, it sends 2701 and 2702 services to unlock secure access. If a 7F 27 7F response is received, 2701 and 2702 are resent. After secure access is complete, it sends a 31 01 B0 01 service command. If the drive controller 1 responds with 71 01 B0 01 01, it successfully enters factory mode. If the response is incorrect, the host computer needs to re-enter the extended session with the drive controller 1 and then proceed with the steps to enter factory mode.

[0121] S203 performs forward and reverse rotation detection of the motor drive.

[0122] With the drive controller in factory mode, test system 2 performs motor forward and reverse rotation detection. The following is a summary of the process. Figure 13 The implementation of step S203 in the illustrated embodiment will be explained in detail below: Motor drive forward rotation detection under normal voltage and current conditions.

[0123] Test system 2 first adjusts the power supply environment to the normal voltage and current state, and then sends a motor forward rotation command to drive controller 1 in factory mode. At the same time, it monitors the motor's operating status, voltage and current parameters, etc., to verify whether drive controller 1 can control the motor forward rotation normally under normal operating conditions.

[0124] Motor drive reverse rotation detection under normal voltage and current conditions.

[0125] Test system 2 maintains a normal voltage and current power supply environment. Test system 2 sends a motor reversal command to drive controller 1 and synchronously collects the running data during the motor reversal process. Based on this data, it is determined whether the function of drive controller 1 in controlling motor reversal under normal operating conditions meets the design requirements.

[0126] Motor drive forward rotation detection under abnormal voltage and current conditions.

[0127] The test system 2 actively adjusts the power supply environment to an abnormal voltage and current state, and then sends a motor forward rotation command to the drive controller 1 to monitor the motor's starting and running stability under this condition and the protection mechanism of the drive controller 1, thereby verifying its reliability in controlling the motor to rotate forward under abnormal conditions.

[0128] Motor drive reversal detection under abnormal voltage and current conditions.

[0129] Test system 2 maintains an abnormal voltage and current power supply environment, sends a motor reversal command to drive controller 1, and records the state parameters and response of drive controller 1 during the motor reversal process. This verifies the anti-interference capability and stability of drive controller 1 in controlling motor reversal under abnormal operating conditions.

[0130] In one example Figure 14 This is a schematic flowchart illustrating another control method for a test system provided in this application embodiment. Method 300 is used to detect the forward rotation drive and mode switching function of the motor under normal load conditions of the drive controller 1. Method 300 is described in detail below.

[0131] S301, Configure the initial state of the external load and drive controller 1.

[0132] Configure the external simulated load to drive the simulated load normally, and set the drive controller 1 to the 2H position. Set configurable input 2 to switch closed and configurable input 3 to switch open to ensure that the current request and mode match the 2H mode, thus building a qualified initial test environment for subsequent 2H mode testing.

[0133] S302, determine the duration of the 2H mode.

[0134] The system determines whether the drive controller 1 maintains the 2H mode for 100ms. If the maintenance duration of 100ms is not reached, the system continues to wait until the condition is met. If the condition is met, the system proceeds to the next step of reading electrical parameters.

[0135] S303 reads the motor electrical parameters and drive current in 2H mode.

[0136] After step S302 determines that the 2H mode has been maintained for 100ms, step S303 is executed. The voltage value UM1 and the current value AM1 on both sides of the motor are read, and at the same time, the diagnostic command "03 22 A0 11" is sent through the CAN bus to read the current ADID1 before driving, thereby obtaining the initial electrical parameter data in the 2H mode to prepare for subsequent current determination.

[0137] S304 determines whether the current before driving meets the zero value requirement.

[0138] The system checks whether the read drive current ADID1 is 0. If ADID1 is not 0, it proceeds to step S305 to check for abnormalities in drive controller 1. If ADID1 is 0, it indicates that the current state meets the requirements and the system can proceed to the next step of mode switching.

[0139] S305, check for abnormalities in drive controller 1.

[0140] If step S304 determines that the current ADID1 before driving is not 0, proceed to step S305: perform an anomaly check on the drive controller 1 to confirm whether there is a hardware or functional fault, and restart the detection process after the anomaly is resolved.

[0141] S306, Input 4L mode switching request signal.

[0142] When step S304 determines that the pre-drive current ADID1 is 0, step S306 is executed: input a 4L mode switching request to drive controller 1, close the input switch of configurable input 3, and then open the input switch of configurable input 2, triggering the process of drive controller 1 switching from 2H mode to 4L mode.

[0143] S307, Execution duration for waiting mode switching.

[0144] Wait for 1 second to ensure that the drive controller 1 completes the mode switching process: if the waiting time is less than 1 second, continue to wait; if the waiting time is 1 second, proceed to the next step of reading intermediate steady-state parameters.

[0145] S308 reads the motor electrical parameters and drive current under intermediate steady-state conditions.

[0146] After waiting for 1 second, step S308 is executed: At this time, the drive controller 1 has simulated driving to the intermediate steady state position, reads the voltage value UM1 and the current value AM1 at both ends of the motor, and at the same time, reads the drive current ADID in this state through the diagnostic command "22 A0 11" on the CAN bus, and obtains the key electrical parameter data in the mode switching process.

[0147] S309 verifies the electrical parameters and communication messages in the intermediate steady state.

[0148] The values ​​of UM1, AM1, and ADID, as well as the CAN communication message, are verified to meet the preset judgment criteria: UM1 must be in the range of [12.5V, 13.5V], the difference between NV (the preset value of the actual voltage drop from the power supply to the board) and UM1 must be <1V (NV is the power supply board voltage drop value set by the supplier), AM1 = 2 ± 0.5 Amperes (A), the difference between ADID and AM1 must be <2A, and the host computer must receive the TOD1 message (0x251) as "XX XX X0 00 X5 00 00 00" (representing the current motor position). If the criteria are not met, proceed to step S310; if the criteria are met, continue the testing process. NV represents the preset value of the actual voltage drop from the output of the external power supply to the power input interface of the circuit board. This voltage value is a fixed parameter preset by the equipment supplier based on the actual hardware configuration of the test system 2 (such as power output characteristics, line loss, connector voltage drop, etc.).

[0149] S310, this test is deemed unqualified.

[0150] If the intermediate steady-state parameters or messages are determined not to meet the standard in step S309, proceed to step S310: directly determine that the drive controller 1 fails the test and end the current test process.

[0151] S311, configured with external load and drive controller 1 at position 4L.

[0152] After step S309 determines that the intermediate steady-state parameters are compliant, step S311 is executed: both the external analog load and the drive controller 1 are simulated to the 4L position to complete the final state configuration from 2H mode to 4L mode.

[0153] S312 reads the motor electrical parameters and the current after stopping in 4L mode.

[0154] After waiting for 1 second, read the voltage value UM1 and current value AM1 at both ends of the motor. At the same time, through the diagnostic command "03 22 A0 11" on the CAN bus, read the current data after the mode switching stops, and obtain the final electrical parameter information in 4L mode.

[0155] S313 verifies the electrical parameters and communication messages in 4L mode.

[0156] The UM1, AM1, ADID values ​​and CAN communication messages in 4L mode are checked to see if they meet the judgment criteria: UM1=0, AM1=0, and the CAN communication response of the drive controller 1 is "62 A0 11 00 00" (representing that the current read by the diagnostic when stopped is 0). If they do not meet the criteria, proceed to step S314; if they meet the criteria, proceed to the final qualification judgment stage.

[0157] S314, determine that this test is unqualified.

[0158] If it is determined in step S313 that the parameters or messages of the 4L mode do not meet the standards, execute step S314: determine that this item of the drive controller 1 fails the test, and end the current test process.

[0159] S315, determine that this test is qualified and exit the test.

[0160] When it is determined in step S313 that the 4L mode parameters are compliant, execute step S315: determine that this item of the drive controller 1 passes the test, then exit this test session, and complete the current forward rotation detection process.

[0161] It should be noted that the above method S3 corresponds to the motor forward rotation detection process under normal load driving, and this process is also applicable to the abnormal load driving scenario. Before the test, configure the external analog load as an abnormal driving analog load, so that the simulated motor bears the abnormal large current driving process. Adjust the determination criteria for the electrical parameters in the intermediate steady state to UM1 = [11.5V, 13V], NV - UM1 < 1V, AM1 = 11 ± 0.5A, ADID - AM1 < 2A, and the CAN communication message TOD1 (0x251) needs to meet the requirement of "XX XX X0 00X5 00 00 00". Keep the processes and operations such as the initial state configuration of the 2H mode, the current reading and determination before driving (the host computer sends 03 22A0 11), the 4L mode switching request method (closing configurable input 3, disconnecting configurable input 2), the waiting duration for each stage (100ms, 1s), and the determination criteria for the electrical parameters after stopping in the 4L mode (UM1 = 0, AM1 = 0, the ECU responds 62 A0 11 00 00) unchanged. Through the above parameter adjustment, the method S3 can be reused to complete the motor forward rotation detection under abnormal load driving.

[0162] In one example, Figure 15 is a schematic flowchart of another control method for a test system provided by an embodiment of the present application. This method 400 is used to implement the detection of the motor reverse drive and mode switching functions of the drive controller 1 under normal load conditions. The method 400 will be described in detail below.

[0163] S401, configure the initial states of the external load and the drive controller 1.

[0164] Configure the external analog load as a normal state load, and at the same time simulate the drive controller 1 to be in the 4L position, set the configurable input 2 to the switch off state, and set the configurable input 3 to the switch on state, ensuring that the current request and mode both match the 4L mode, and build a compliant initial test environment for the subsequent 4L mode detection.

[0165] S402 determines the duration of the 4L mode.

[0166] The system determines whether the drive controller 1 maintains the 4L mode for 100ms. If the maintenance duration of 100ms is not reached, the system continues to wait until the condition is met. If the condition is met, the system proceeds to the next step of reading electrical parameters.

[0167] S403 reads the motor electrical parameters and drive current in 4L mode.

[0168] After step S402 determines that the 4L mode has been maintained for 100ms, step S403 is executed: read the voltage value UM1 and current value AM1 on both sides of the motor, and at the same time send the diagnostic command "03 22 A0 11" through the CAN bus to read the stable current ADID1 before driving, so as to obtain the initial electrical parameter data in the 4L mode and prepare for the subsequent current determination.

[0169] S404 determines whether the current before driving meets the zero value requirement.

[0170] Determine whether the read drive current ADID1 is 0: If ADID1 is not 0, proceed to step S405 to check for controller abnormalities; if ADID1 is 0, it means that the current state meets the requirements and you can proceed to the next step of mode switching operation.

[0171] S405, check for abnormalities in drive controller 1.

[0172] If step S404 determines that the current ADID1 before the drive is not 0, proceed to step S405: perform an anomaly check on the drive controller 1 to confirm whether there is a hardware or functional fault, and restart the detection process after the anomaly is resolved.

[0173] S406, Input 2H mode switching request signal.

[0174] When step S404 determines that the drive current ADID1 is 0, step S406 is executed: close the input switch of configurable input 2, then open the input switch of configurable input 3, input a 2H mode switching request to drive controller 1, trigger the controller to switch from 4L mode to 2H mode, i.e., reverse detection.

[0175] S407, Execution duration for waiting mode switching.

[0176] Wait for 1 second to ensure that the drive controller 1 completes the mode switching process: if the waiting time is less than 1 second, continue to wait; if the waiting time is 1 second, proceed to the next step of reading intermediate steady-state parameters.

[0177] S408 reads the motor electrical parameters and drive current under intermediate steady-state conditions.

[0178] After waiting for 1 second, execute step S408: At this time, the drive controller 1 has simulated driving to the intermediate steady state position, reads the voltage value UM1 and current value AM1 at both ends of the motor, and sends the diagnostic command "22 A0 11" through the CAN bus to read the stable drive current ADID in this state and obtain the key electrical parameter data during the mode switching process.

[0179] S409 verifies the electrical parameters and communication messages in the intermediate steady state.

[0180] The read values ​​of UM1, AM1, and ADID, as well as the CAN communication message, are verified as follows: UM1 must be in the range of [12.5V, 13.5V], the difference between NV and UM1 must be <1V, where NV is the voltage drop value set by the supplier at the power board end; AM1 = 2 ± 0.5A, the difference between ADID and AM1 must be <2A, and the host computer must receive a TOD1 message, with 0x251 being "XX XX X0 00 X5 00 0000", representing the current motor position. If the above standards are not met, proceed to step S410; if the standards are met, continue the detection process.

[0181] S410, this test is deemed unqualified.

[0182] If the intermediate steady-state parameters or messages are determined not to meet the standard in step S409, proceed to step S410: directly determine that the drive controller 1 fails the test and end the current test process.

[0183] S411, configure the external load and controller to position 2H.

[0184] After step S409 determines that the intermediate steady-state parameters are compliant, step S411 is executed: both the external analog load and the drive controller 1 are simulated to the 2H position to complete the final state configuration from 4L mode to 2H mode.

[0185] S412 reads the motor electrical parameters and the current after stopping in 2H mode.

[0186] Execution step S412: After waiting for 1 second, read the voltage value UM1 and current value AM1 at both ends of the motor, and at the same time send the diagnostic command "03 22 A0 11" through the CAN bus to read the current data after the mode switching stops, and obtain the final electrical parameter information in 2H mode.

[0187] S413 verifies the electrical parameters and communication messages in 2H mode.

[0188] Verify the UM1, AM1, and ADID values and CAN communication messages in 2H mode: It is required that UM1 = 0, AM1 = 0, and the response of drive controller 1 is "62 A0 11 00 00", indicating that the current read during diagnosis at stop is 0. If the above standards are not met, enter step S414; if the standards are met, enter the final pass / fail determination process.

[0189] S414, determine that this test is unqualified.

[0190] If it is determined in step S413 that the parameters or messages in 2H mode do not meet the standards, execute step S414: Determine that this item of drive controller 1 fails the test, and end the current test process.

[0191] S415, determine that this test is qualified and exit the test.

[0192] When it is determined in step S413 that the 2H mode parameters are compliant, execute step S415: Determine that this item of drive controller 1 passes the test, then exit this test session, and complete this reverse rotation detection process.

[0193] It should be noted that the above method S4 corresponds to the motor reverse rotation detection process under normal load drive, and this process is also applicable to the abnormal load drive scenario. Before the test, configure the external analog load as an abnormal drive analog load, so that the simulated motor undergoes an abnormal large current drive process. Change the determination criteria for the electrical parameters in the intermediate steady state to UM1 = [11.5V, 13V], NV - UM1 < 1V, AM1 = 11 ± 0.5A, ADID - AM1 < 2A, and the CAN communication message TOD1 (0x251) needs to meet the requirement of "XX XX X0 00X5 00 00 00". The initial state configuration of 4L mode (configurable input 2 is disconnected, configurable input 3 is closed), current reading and determination before driving (the host computer sends 03 22 A0 11), 2H mode switching request method (closing configurable input 2, disconnecting configurable input 3), waiting time for each stage (100ms, 1s), determination criteria for electrical parameters after stopping in 2H mode (UM1 = 0, AM1 = 0, ECU responds 62 A0 11 00 00), etc. The processes and operations remain unchanged. By adjusting the above parameters, the method S4 can be reused to complete the motor reverse rotation detection under abnormal load drive.

[0194] In summary, after all the above steps are completed, exit the test session, and the test of drive controller 1 is completed.

[0195] The embodiment of the present application also provides a test device, which includes the test system 2 described in any of the above optional methods. The test system 2 is used to detect the performance of the vehicle drive controller 1, and thus has all the effects that the above test system 2 can achieve. Therefore, it will not be elaborated here.

[0196] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification.

[0197] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A testing system applied to a vehicle, said vehicle including a drive controller, characterized in that, The testing system includes: The first test module is connected to an external power supply and is connected to the power test pin and communication test pin of the drive controller. A second test module, which is connected to the functional test pins of the drive controller; and... A control module is connected to the first test module and the second test module. The control module is configured to acquire first electrical parameter information of the power supply test pin, communication information of the communication test pin, and second electrical parameter information obtained by parsing the communication information through the first test module. The control module is also configured to switch the working mode of the drive controller through the second test module and acquire third electrical parameter information of the working mode. The control module is used to perform simulation tests on the drive controller based on the acquired first electrical parameter information, second electrical parameter information, communication information, and third electrical parameter information.

2. The testing system according to claim 1, characterized in that, The functional test pins include a mode switching pin and a motor drive pin, and the second test module includes: A mode switching unit, wherein the mode switching unit is connected to the control module and the mode switching pin; and... A mode simulation unit is provided, which is connected to the control module and the motor drive pin. The control module is configured to switch the operating mode of the drive controller via the mode switching unit, and the operating mode includes two-wheel drive mode, four-wheel drive high-speed mode and four-wheel drive low-speed mode. The control module is also configured to switch the drive mode of the drive controller via the mode simulation unit, the drive mode including normal drive and abnormal drive.

3. The testing system according to claim 2, characterized in that, The mode switching pin includes a first mode request pin and a second mode request pin, and the mode switching unit includes: A first switch, wherein a first terminal of the first switch is connected to the first mode request pin, a second terminal of the first switch is grounded, and the controlled terminal of the first switch is connected to the control module; and, The second switch has a first terminal connected to the second mode request pin, a second terminal grounded, and a controlled terminal connected to the control module. Specifically, when the control module controls the drive controller to be in the two-wheel drive mode, the first switch is closed and the second switch is open; when the control module controls the drive controller to be in the four-wheel drive high-speed mode, both the first switch and the second switch are open; when the control module controls the drive controller to be in the four-wheel drive low-speed mode, the first switch is open and the second switch is closed. When the control module controls the drive controller to switch from the two-wheel drive mode to the four-wheel drive low-speed mode, the drive controller controls the motor to rotate forward. When the control module controls the drive controller to switch from the four-wheel drive low-speed mode to the two-wheel drive mode, the drive controller controls the motor to rotate in reverse.

4. The testing system according to claim 2, characterized in that, The motor drive pins include a first drive pin and a second drive pin, and the mode simulation unit includes: The first test node is connected to the first drive pin. The second test node is connected to the second drive pin; and... The load simulation subunit has a first end connected to the first test node, a second end connected to the second test node, and a controlled end connected to the control module.

5. The testing system according to claim 4, characterized in that, The load simulation subunit includes: The third switch, the first end of which serves as the first end of the load simulation subunit and is connected to the first test node, and the controlled end of the third switch is connected to the control module; A first simulated load, the first end of the first simulated load is connected to the second end of the third switch, and the second end of the first simulated load is connected to the second test node as the second end of the load simulation subunit. A fourth switch, wherein the first end of the fourth switch is connected to the first end of the third switch and the first test node, and the controlled end of the fourth switch is connected to the control module; and, The second simulated load has its first end connected to the second end of the fourth switch, and its second end connected to the second end of the first simulated load and the second test node. Specifically, when the control module controls the drive controller to be in the normal driving state, the third switch is closed and the fourth switch is open; when the control module controls the drive controller to be in the abnormal driving state, the third switch is open and the fourth switch is closed.

6. The testing system according to claim 5, characterized in that, The load simulation subunit also includes: A fuse, one end of which is connected to the second end of the first simulated load and the second end of the second simulated load, and the other end of which is connected to the second test node.

7. The testing system according to any one of claims 1 to 6, characterized in that, The power supply test pins include a first power supply pin and a second power supply pin, and the first test module includes: A main power supply simulation unit is connected to the external power supply, the first power supply pin, and the control module. A wake-up power supply simulation unit, wherein the wake-up power supply simulation unit is connected to the external power supply, the second power supply pin, and the control module; and... A communication unit is provided, which is connected to the communication test pin and the control module.

8. The testing system according to claim 7, characterized in that, The communication test pins include high-level communication pins and low-level communication pins, and the communication unit includes: The first test pin is connected to the high-level communication pin. A second test pin, which is connected to the low-level communication pin; and... A resistor, one end of which is connected to the first test pin and the high-level communication pin, and the other end of which is connected to the second test pin and the low-level communication pin.

9. The testing system according to claim 7, characterized in that, The main power supply simulation unit includes: The fifth switch has a first end connected to the external power supply, a second end connected to the first power supply pin, and a controlled end connected to the control module. And / or, The wake-up power supply simulation unit includes: The sixth switch has a first end connected to the external power supply, a second end connected to the second power supply pin, and a controlled end connected to the control module.

10. A testing device, characterized in that, The device includes: The test system as described in any one of claims 1 to 9.

Images