A dynamic test method for whole vehicle insulation resistance of an electric vehicle

Abstract

The application relates to the technical field of electric vehicle safety, and relates to a dynamic test method for the whole-vehicle insulation resistance of an electric vehicle. First, the test vehicle is locked on a chassis dynamometer. According to a preset test working condition, the chassis dynamometer is used to simulate the running of the test vehicle according to the test working condition, and the simulated motion state of the test vehicle on the chassis dynamometer is controlled. According to the simulated motion state, the insulation resistance of the test vehicle is measured. According to the scheme, the chassis dynamometer is used to simulate the motion state of the vehicle, and the driving states such as acceleration, deceleration, uniform speed and climbing can be simulated. Under dynamic conditions such as vibration and load change, the insulation performance of high-voltage components (such as a battery, a motor and a cable) may be degraded or instantaneously invalid, and the scheme can detect intermittent insulation faults that cannot be found in static tests.

Description

Technical Field

[0001] This manual relates to the field of electric vehicle safety technology, and in particular to a dynamic testing method for the insulation resistance of an entire electric vehicle. Background Technology

[0002] With the continuous improvement of electric vehicle safety standards and the ongoing advancement of industry technology, electrical insulation performance, as a core aspect of vehicle high-voltage safety, has received widespread attention and stringent regulations. Currently, static insulation testing methods have become a fundamental requirement for vehicle safety certification, primarily verifying basic insulation performance while the vehicle is stationary.

[0003] However, this static testing method has significant limitations. When the vehicle is stationary, it cannot simulate the continuous vibrations and impacts experienced during actual driving, nor the cumulative effects on wiring harnesses, connectors, and insulation materials. Under static testing conditions, some potential insulation wear is difficult to detect, and the effectiveness of the insulation monitoring system in real-world driving environments is also insufficiently validated.

[0004] Therefore, this specification provides a dynamic testing method for the insulation resistance of an electric vehicle. Summary of the Invention

[0005] This specification provides a dynamic testing method for the insulation resistance of an electric vehicle, which partially solves the aforementioned problems existing in the prior art.

[0006] The following technical solution is adopted in this specification: This manual provides a dynamic testing method for the insulation resistance of an electric vehicle, including: S1. Lock the test vehicle onto the chassis dynamometer; S2. According to the preset test conditions, the test vehicle is simulated to run according to the test conditions by the chassis dynamometer, and the simulated motion state of the test vehicle on the chassis dynamometer is controlled. S3. Based on the simulated motion state, the insulation resistance of the test vehicle is measured using the voltage measurement method and the equivalent resistance method. This is done by connecting a preset standard resistor in parallel and directly measuring the voltage between the positive and negative terminals of the test vehicle's drive battery and ground.

[0007] Based on the aforementioned technical means, this solution simulates vehicle motion using a chassis dynamometer, enabling simulations of acceleration, deceleration, constant speed, and hill climbing. Under dynamic conditions such as vibration and load changes, the insulation performance of high-voltage components (e.g., batteries, motors, cables) may degrade or experience momentary failures. This solution can detect intermittent insulation faults that static testing cannot detect. Testing on the chassis dynamometer allows for precise program control of test conditions, facilitating repeated testing and comparative analysis, improving the consistency and reliability of test results, and aiding in problem reproduction and design improvement. This method shifts insulation performance verification from "static compliance" to "dynamic reliability," making test conditions closer to the complex real-world driving scenarios. This helps companies identify and improve design weaknesses earlier in the R&D phase, thereby enhancing the quality stability and durability of the vehicle's high-voltage system throughout its entire lifecycle and reducing after-sales risks. It can effectively detect potential insulation defects caused by the combined effects of mechanical and electrical stresses that cannot be revealed by static testing (such as loose connections, wire harness wear, and material thermal aging), greatly advancing the fault warning window and fundamentally improving the vehicle's active safety protection level.

[0008] Furthermore, the preset test conditions include preset constant speed test conditions and preset variable speed test conditions.

[0009] Furthermore, S2 controls the simulated motion state of the test vehicle on the chassis dynamometer, specifically including: When the test condition is a variable speed test condition, the test vehicle is controlled to accelerate to a first preset speed within a first preset time period using the simulated vehicle speed on the chassis dynamometer. S3 specifically includes: During acceleration, the insulation resistance of the test vehicle is measured.

[0010] Furthermore, the method also includes: Detect whether the test vehicle runs at a constant speed for a second preset time period at the first preset speed on the chassis dynamometer; if so, proceed to step S4.

[0011] Furthermore, the method further includes step S4: The simulated speed of the test vehicle on the chassis dynamometer is controlled to decelerate from the first preset speed to the second preset speed within a third preset time period, and the insulation resistance of the test vehicle is measured during the deceleration process.

[0012] Furthermore, S2 controls the simulated motion state of the test vehicle on the chassis dynamometer, specifically including: When the test condition is a constant speed test condition, the test vehicle is controlled to run at a third preset speed for a fourth preset time period on the chassis dynamometer. S3 specifically includes: After the vehicle has been running at a constant speed at the third preset speed for the fourth preset time period, the insulation resistance of the test vehicle is measured.

[0013] Furthermore, the method also includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a fifth preset time period at a fourth preset speed, wherein the fourth preset speed is greater than the third preset speed. After the test vehicle has been running at a constant speed at the fourth preset speed for the fifth preset time period, the insulation resistance of the test vehicle is measured.

[0014] Furthermore, the method also includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a sixth preset time period at a fifth preset speed, wherein the fifth preset speed is greater than the fourth preset speed. After the vehicle has been running at a constant speed at the fifth preset speed for the sixth preset time period, the insulation resistance of the test vehicle is measured.

[0015] Furthermore, the method also includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a seventh preset time period at a sixth preset speed, wherein the sixth preset speed is greater than the fifth preset speed. After the vehicle has been running at a constant speed at the sixth preset speed for the seventh preset time period, the insulation resistance of the test vehicle is measured.

[0016] Furthermore, the method also includes: Determine the insulation resistance measurement results of the test vehicle, and obtain the historical static measurement results of the insulation resistance of the test vehicle; Based on the insulation resistance measurement results and the historical static insulation resistance measurement results, the accuracy of the static insulation resistance measurement of the test vehicle is determined.

[0017] Based on the aforementioned technical methods, cross-verification between two independent testing methods was achieved. If the results are consistent under comparable conditions, the stability of the insulation system is jointly verified; if a significant deviation occurs, an alarm is immediately triggered, indicating the need for further investigation. Through comparative data from multiple tests and vehicle models, the probability and extent of insulation performance degradation under dynamic conditions can be statistically determined for vehicles that "pass" the static test. This provides crucial empirical data for the formulation of static test standards and the setting of pass thresholds (such as the lower limit of insulation resistance).

[0018] The above-mentioned technical solutions adopted in this specification can achieve the following beneficial effects: This solution simulates vehicle motion using a chassis dynamometer, mimicking acceleration, deceleration, constant speed, and hill climbing. Under dynamic conditions such as vibration and load changes, the insulation performance of high-voltage components (e.g., batteries, motors, cables) may degrade or experience momentary failures. This solution can detect intermittent insulation faults that static testing cannot detect. Testing on the chassis dynamometer allows for precise program control of test conditions, facilitating repeated testing and comparative analysis, improving the consistency and reliability of test results, and aiding in problem reproduction and design improvement. This method shifts insulation performance verification from "static compliance" to "dynamic reliability," making test conditions closer to the complex real-world driving scenarios. This helps companies identify and improve design weaknesses earlier during the R&D phase, thereby enhancing the quality stability and durability of the vehicle's high-voltage system throughout its entire lifecycle and reducing after-sales risks. It effectively detects potential insulation defects caused by the combined effects of mechanical and electrical stresses (such as loose connections, wiring harness wear, and material thermal aging) that static testing cannot reveal, significantly advancing the fault warning window and fundamentally improving the vehicle's active safety protection level. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this specification and form part of this specification, illustrate exemplary embodiments and are used to explain this specification, but do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a flowchart illustrating a dynamic testing method for the insulation resistance of an electric vehicle, provided as an embodiment of this specification. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this specification clearer, the technical solutions of this specification will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without creative effort are within the scope of protection of this application.

[0021] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0022] The technical solutions provided in the various embodiments of this specification are described in detail below with reference to the accompanying drawings.

[0023] Figure 1 A flowchart illustrating a dynamic testing method for the insulation resistance of an electric vehicle, provided in this embodiment of the specification, includes the following steps: S1: Lock the test vehicle onto the chassis dynamometer.

[0024] S2: According to the preset test conditions, the test vehicle is simulated to run according to the test conditions by the chassis dynamometer, and the simulated motion state of the test vehicle on the chassis dynamometer is controlled.

[0025] In one or more embodiments of this specification, this solution can use a chassis dynamometer to mechanically lock the test vehicle in a safe and controllable laboratory environment, thus fixing the test vehicle stationary on the chassis dynamometer.

[0026] Then, by simulating vehicle driving (uniform speed, acceleration, deceleration, etc.) on a chassis dynamometer, the high-voltage system can be subjected to real vibration, load, and thermal cycle stress, and insulation resistance measurements can be performed.

[0027] Specifically, the control system of the chassis dynamometer executes a program that simulates the driving of the test vehicle according to the preset test conditions. Therefore, it can realize the simulation of the test vehicle running according to the test conditions through the chassis dynamometer, and control the simulated motion state of the test vehicle on the chassis dynamometer according to the test conditions.

[0028] The preset test conditions include constant speed test conditions and variable speed test conditions.

[0029] The constant speed test includes maintaining the test vehicle at various preset speeds on the chassis dynamometer for a preset time period (e.g., 5 minutes). After each preset speed is maintained for the preset time period, the insulation resistance of the test vehicle can be measured. These preset speeds can be gradually increasing in a stepped manner, such as 20 km / h, 40 km / h, 60 km / h, 80 km / h, 100 km / h, etc.

[0030] The transmission test includes accelerating the test vehicle to a certain speed on a chassis dynamometer within a preset time, maintaining that speed (i.e., constant speed) for a certain period, and then decelerating the vehicle to 0 speed within a preset time. During this process, insulation resistance measurements can be performed at any of the acceleration, constant speed, and deceleration stages. A possible speed change is accelerating to 60 km / h within 10 seconds, maintaining 60 km / h for two minutes, and then decelerating to 0 km / h within 8 seconds.

[0031] S3: Based on the simulated motion state, the insulation resistance of the test vehicle is measured by using the voltage measurement method and the equivalent resistance method, by connecting a preset standard resistor in parallel and directly measuring the voltage between the positive and negative terminals of the drive battery of the test vehicle and ground.

[0032] In one or more embodiments of this specification, based on the simulated motion state of the test vehicle on the chassis dynamometer, and in accordance with Clause 6.2.1 (Insulation Resistance Test of the Whole Vehicle) of the national standard GB 18384-2020 Electric Vehicle Safety Requirements, dynamic insulation resistance measurement of the test vehicle is achieved by using voltage measurement method and equivalent resistance method, and by connecting a preset standard resistor in parallel and directly measuring the voltage of the positive and negative terminals of the test vehicle's drive battery to ground. It is worth noting that since the test vehicle is locked on the chassis dynamometer, the test vehicle itself is not actually running under test conditions during the simulated test conditions. Therefore, the specific technical means for measuring insulation resistance can still use existing insulation resistance measurement methods, and the insulation resistance measurement can be performed according to the content included in Clause 6.2.1 (Insulation Resistance Test of the Whole Vehicle) of the national standard GB 18384-2020 Electric Vehicle Safety Requirements. The following only extracts a portion of Clause 6.2.1 of GB 18384-2020 Electric Vehicle Safety Requirements to exemplarily describe how to perform insulation resistance measurement.

[0033] The specific measurement steps for measuring the insulation resistance of circuits containing Class B voltage power supplies are as follows: a. Power on the test vehicle and ensure that all electrical and electronic switches on the test vehicle are activated.

[0034] b. Simultaneously measure the voltage between the two terminals and the electrical platform of the REESS (Rechargeable Electrical Energy Storage System for electric vehicles, a general term for the power battery and related components responsible for storing and supplying the electrical energy required by the vehicle, equivalent to the driving battery mentioned above) using two identical voltage testing tools (equivalent to the positive and negative terminals of the driving battery relative to ground). Wait for the readings to stabilize; the higher reading is U1, and the lower reading is U1'.

[0035] c. Add a known resistor R0, preferably with a value of 1MΩ (equivalent to the preset standard resistor connected in parallel above). Connect it in parallel between the U1 terminal of the REESS and the electrical platform. Then, use the two voltage detection tools from step b to simultaneously measure the voltage between the two terminals of the REESS and the electrical platform. After the readings stabilize, the measured values ​​are U2 and U2'.

[0036] d. Calculate the insulation resistance R i The method is as follows: R i The following formula can be used to calculate the voltage using R0, four voltage values ​​U1, U1', U2 and U2', and the internal resistance r of the voltage sensing device.

[0037]

[0038]

[0039] For test vehicles where all Class B voltage loads can operate simultaneously, the overall vehicle insulation resistance can be directly measured following the measurement steps described above. If the vehicle has two or more isolated Class B voltage circuits, the insulation resistance of each Class B voltage circuit can be measured and calculated separately, and the minimum value among them can be taken as the overall vehicle insulation resistance.

[0040] It is worth noting that the specific insulation resistance measurement method will not be described in detail in this manual.

[0041] based on Figure 1 This invention presents a dynamic testing method for the insulation resistance of an electric vehicle. By simulating vehicle motion using a chassis dynamometer, it can simulate various driving states such as acceleration, deceleration, constant speed, and hill climbing. Under dynamic conditions such as vibration and load changes, the insulation performance of high-voltage components (e.g., batteries, motors, cables) may degrade or experience momentary failures. This method can detect intermittent insulation faults that cannot be detected by static testing. Testing on the chassis dynamometer allows for precise program control of the test conditions, facilitating repeated testing and comparative analysis, improving the consistency and reliability of test results, and aiding in problem reproduction and design improvement. This method shifts insulation performance verification from "static compliance" to "dynamic reliability," making test conditions closer to the complex real-world driving scenarios. This helps companies identify and improve design weaknesses earlier in the R&D phase, thereby enhancing the quality stability and durability of the vehicle's high-voltage system throughout its entire lifecycle and reducing after-sales risks. It can effectively detect potential insulation defects caused by the combined effects of mechanical and electrical stresses that cannot be revealed by static testing (such as loose connections, wire harness wear, and material thermal aging), greatly advancing the fault warning window and fundamentally improving the vehicle's active safety protection level.

[0042] In one or more embodiments of this specification, when the test condition is a preset gear shift test condition, the test vehicle is simulated to run according to the gear shift test condition by using a chassis dynamometer, and the simulated gear shift movement of the test vehicle on the chassis dynamometer can be controlled.

[0043] Specifically, the test vehicle is controlled to accelerate to a first preset speed within a first preset time period on the chassis dynamometer. Then, during the acceleration process, the insulation resistance of the test vehicle is measured.

[0044] Furthermore, it is checked whether the test vehicle runs at a constant speed for a second preset time period at the first preset speed on the chassis dynamometer. If so, step S4 is executed.

[0045] Furthermore, step S4 specifically involves controlling the simulated vehicle speed of the test vehicle on the chassis dynamometer to decelerate from the first preset speed to the second preset speed within a third preset time period, and measuring the insulation resistance of the test vehicle during the deceleration process.

[0046] For example, in a variable speed test scenario, the simulated speed of the test vehicle on the chassis dynamometer is controlled to accelerate from 0 km / h to 60 km / h (first preset speed) within 10 seconds (within the first preset time period). Insulation resistance is measured during the acceleration process. Afterward, it is checked whether the test vehicle maintains a constant simulated speed of 60 km / h (first preset speed) on the chassis dynamometer for 2 minutes (second preset time period). If so, the simulated speed of the test vehicle on the chassis dynamometer is controlled to decelerate from 60 km / h to 0 km / h (second preset speed) within 8 seconds (third preset time period), and insulation resistance is measured during the deceleration process.

[0047] Furthermore, in one or more embodiments of this specification, when the test condition is a preset uniform speed test condition, the test vehicle can be controlled to move at a simulated uniform speed on the chassis dynamometer by simulating the operation of the test vehicle according to the uniform speed test condition.

[0048] Specifically, under the constant speed test condition, the test vehicle is controlled to run at a constant speed on the chassis dynamometer for a fourth preset time period at the third preset speed. After running at a constant speed at the simulated third preset speed for the fourth preset time period, the insulation resistance of the test vehicle is measured.

[0049] Furthermore, the test vehicle can be controlled to run at a fourth preset speed for a fifth preset time period on the chassis dynamometer, where the fourth preset speed is greater than the third preset speed. After running at a constant speed at the simulated fourth preset speed for the fifth preset time period, the insulation resistance of the test vehicle is measured.

[0050] Subsequently, this instruction manual also allows the test vehicle to be controlled to run at a constant speed on the chassis dynamometer for a sixth preset time period at a fifth preset speed, where the fifth preset speed is greater than the fourth preset speed. After simulating the fifth preset speed and running at a constant speed for the sixth preset time period, the insulation resistance of the test vehicle is measured.

[0051] Furthermore, this specification also allows the test vehicle to be controlled to run at a sixth preset speed for a seventh preset time period on the chassis dynamometer, where the sixth preset speed is greater than the fifth preset speed. After simulating the sixth preset speed and running at a constant speed for the seventh preset time period, the insulation resistance of the test vehicle is measured.

[0052] For example, under the test condition of constant speed, the test vehicle is controlled to run at a simulated speed of 20 km / h (third preset speed) on the chassis dynamometer for 5 minutes (fourth preset time period). After running at a simulated speed of 20 km / h for 5 minutes, the insulation resistance of the test vehicle is measured.

[0053] Next, the test vehicle was controlled to run at a constant speed of 40 km / h (the fourth preset speed) on the chassis dynamometer for 5 minutes (the fifth preset time period). After running at a constant speed of 40 km / h for 5 minutes, the insulation resistance of the test vehicle was measured.

[0054] The test vehicle was then controlled to run at a constant speed of 60 km / h (the fifth preset speed) on the chassis dynamometer for 5 minutes (sixth preset time period). After 5 minutes of constant speed, the insulation resistance of the test vehicle was measured.

[0055] Finally, the test vehicle was controlled to run at a constant speed of 80 km / h (sixth preset speed) on the chassis dynamometer for 5 minutes (seventh preset time period). After 5 minutes of constant speed, the insulation resistance of the test vehicle was measured.

[0056] It can be seen that when setting the time period of each uniform speed driving segment in the uniform speed test condition, each time period can be set to the same duration.

[0057] In one or more embodiments of this specification, the insulation resistance measurement results obtained from the dynamic test of the test vehicle can also be determined, and the historical static measurement results of the insulation resistance of the test vehicle can be obtained. Based on the insulation resistance measurement results obtained from the dynamic test and the historical static measurement results of the insulation resistance, the accuracy of the static measurement of the insulation resistance of the test vehicle can be determined.

[0058] This system enables cross-verification between two independent testing methods. If the results are consistent under comparable conditions, the stability of the insulation system is jointly verified; if a significant deviation occurs, an alarm is immediately triggered, indicating the need for further investigation. By comparing data from multiple tests across various vehicle models, the probability and extent of insulation performance degradation under dynamic conditions can be statistically determined for vehicles that pass static testing. This provides crucial empirical data for establishing static testing standards and setting pass thresholds (such as the lower limit of insulation resistance).

[0059] Of course, in addition to software implementation, this specification does not exclude other implementation methods, such as logic devices or a combination of hardware and software. In other words, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or logic devices.

[0060] In the 1990s, improvements to a technology could be clearly distinguished as either hardware improvements (e.g., improvements to the circuit structure of diodes, transistors, switches, etc.) or software improvements (improvements to the methodology). However, with technological advancements, many methodological improvements today can be considered direct improvements to the hardware circuit structure. Designers almost always obtain the corresponding hardware circuit structure by programming the improved methodology into the hardware circuit. Therefore, it cannot be said that a methodological improvement cannot be implemented using hardware physical modules. For example, a Programmable Logic Device (PLD) (such as a Field Programmable Gate Array (FPGA)) is such an integrated circuit whose logic function is determined by the user programming the device. Designers can program and "integrate" a digital system onto a PLD themselves, without needing chip manufacturers to design and manufacture dedicated integrated circuit chips. Furthermore, nowadays, instead of manually manufacturing integrated circuit chips, this programming is mostly implemented using "logic compiler" software. Similar to the software compiler used in program development, the original code before compilation must also be written in a specific programming language, called a Hardware Description Language (HDL). There are many HDLs, such as ABEL (Advanced Boolean Expression Language), AHDL (Altera Hardware Description Language), Confluence, CUPL (Cornell University Programming Language), HDCal, JHDL (Java Hardware Description Language), Lava, Lola, MyHDL, PALASM, and RHDL (Ruby Hardware Description Language). Currently, the most commonly used are VHDL (Very-High-Speed ​​Integrated Circuit Hardware Description Language) and Verilog. Those skilled in the art should also understand that by simply performing some logic programming on the method flow using one of these hardware description languages ​​and programming it into an integrated circuit, the hardware circuit implementing the logical method flow can be easily obtained.

[0061] The controller can be implemented in any suitable manner. For example, it can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program code (e.g., software or firmware) executable by the (micro)processor, logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers, and embedded microcontrollers. Examples of controllers include, but are not limited to, the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20, and Silicon Labs C8051F320. A memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art will also recognize that, in addition to implementing the controller in purely computer-readable program code form, the same functionality can be achieved by logically programming the method steps to make the controller take the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the means included therein for implementing various functions can also be considered as structures within the hardware component. Alternatively, the means for implementing various functions can be considered as both software modules implementing the method and structures within the hardware component.

[0062] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0063] For ease of description, the above devices are described in terms of function, divided into various units. Of course, in implementing this specification, the functions of each unit can be implemented in one or more software and / or hardware.

[0064] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0065] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0066] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0067] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0068] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0069] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0070] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic or disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0071] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0072] Those skilled in the art will understand that the embodiments of this specification can be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this specification may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0073] This specification can be described in the general context of computer-executable instructions that are executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. This specification can also be practiced in distributed computing environments, where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0074] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0075] The above description is merely an embodiment of this specification and is not intended to limit this specification. Various modifications and variations can be made to this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of the claims of this specification.

Claims

1. A dynamic testing method for the insulation resistance of an electric vehicle, characterized in that, include: S1. Lock the test vehicle onto the chassis dynamometer; S2. According to the preset test conditions, the test vehicle is simulated to run according to the test conditions by the chassis dynamometer, and the simulated motion state of the test vehicle on the chassis dynamometer is controlled. S3. Based on the simulated motion state, the insulation resistance of the test vehicle is measured using the voltage measurement method and the equivalent resistance method. This is done by connecting a preset standard resistor in parallel and directly measuring the voltage between the positive and negative terminals of the test vehicle's drive battery and ground.

2. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 1, characterized in that, The preset test conditions include preset constant speed test conditions and preset variable speed test conditions.

3. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 2, characterized in that, S2 controls the simulated motion state of the test vehicle on the chassis dynamometer, specifically including: When the test condition is a variable speed test condition, the test vehicle is controlled to accelerate to a first preset speed within a first preset time period using the simulated vehicle speed on the chassis dynamometer. S3 specifically includes: During acceleration, the insulation resistance of the test vehicle is measured.

4. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 3, characterized in that, The method further includes: Detect whether the test vehicle runs at a constant speed for a second preset time period at the first preset speed on the chassis dynamometer; if so, proceed to step S4.

5. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 4, characterized in that, The method further includes step S4: The simulated speed of the test vehicle on the chassis dynamometer is controlled to decelerate from the first preset speed to the second preset speed within a third preset time period, and the insulation resistance of the test vehicle is measured during the deceleration process.

6. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 2, characterized in that, S2 controls the simulated motion state of the test vehicle on the chassis dynamometer, specifically including: When the test condition is a constant speed test condition, the test vehicle is controlled to run at a third preset speed for a fourth preset time period on the chassis dynamometer. S3 specifically includes: After the vehicle has been running at a constant speed at the third preset speed for the fourth preset time period, the insulation resistance of the test vehicle is measured.

7. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 6, characterized in that, The method further includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a fifth preset time period at a fourth preset speed, wherein the fourth preset speed is greater than the third preset speed. After the test vehicle has been running at a constant speed at the fourth preset speed for the fifth preset time period, the insulation resistance of the test vehicle is measured.

8. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 7, characterized in that, The method further includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a sixth preset time period at a fifth preset speed, wherein the fifth preset speed is greater than the fourth preset speed. After the vehicle has been running at a constant speed at the fifth preset speed for the sixth preset time period, the insulation resistance of the test vehicle is measured.

9. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 8, characterized in that, The method further includes: The test vehicle is controlled to run at a constant speed on the chassis dynamometer for a seventh preset time period at a sixth preset speed, wherein the sixth preset speed is greater than the fifth preset speed. After the vehicle has been running at a constant speed at the sixth preset speed for the seventh preset time period, the insulation resistance of the test vehicle is measured.

10. The method for dynamic testing of insulation resistance of an electric vehicle as described in claim 1, characterized in that, The method further includes: Determine the insulation resistance measurement results of the test vehicle, and obtain the historical static measurement results of the insulation resistance of the test vehicle; Based on the insulation resistance measurement results and the historical static insulation resistance measurement results, the accuracy of the static insulation resistance measurement of the test vehicle is determined.

Images