Test method and device of vehicle, vehicle and storage medium

Abstract

This invention discloses a vehicle testing method, apparatus, vehicle, and storage medium. The vehicle testing method includes: acquiring the charging interface type and charging connection method of the test vehicle; configuring multiple charging test cases for the test vehicle based on the charging interface type and charging connection method; generating multiple charging fault conditions based on the multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one; and testing the test vehicle based on the multiple charging fault conditions. This invention solves the technical problem in the prior art that it is impossible to simultaneously test multiple charging safety conditions of a vehicle.

Description

Technical Field

[0001] This invention relates to the field of automation control technology, and more specifically, to a vehicle testing method, apparatus, vehicle, and storage medium. Background Technology

[0002] With the increasing complexity of vehicle charging scenarios, higher requirements are being placed on the verification of safety indicators across multiple dimensions, including charging interface protection, temperature protection, and control guidance. In the application scenarios of whole-vehicle charging safety testing, there is an urgent need for a comprehensive testing system capable of covering various core operating conditions such as multiple connection methods and charging modes. This system would enable integrated and simultaneous verification of safety indicators such as charging interface protection, temperature protection, signal control guidance, cable current carrying capacity, insulation, contactor adhesion, and various abnormal faults. Simultaneously, the industry urgently needs testing methods with real-time anomaly warning, rapid fault intervention, and full-process data traceability capabilities to ensure testing safety and improve verification efficiency.

[0003] However, the current technological state still has significant shortcomings. Existing testing systems are functionally fragmented, typically supporting only single operating conditions or single indicators, and cannot achieve simultaneous and integrated verification of multi-dimensional safety indicators. During testing, it often requires repeated use of multiple devices and instruments in multiple tests, resulting in cumbersome testing processes, long verification cycles, and poor consistency of test results. Furthermore, traditional testing methods lack real-time, graded early warning and rapid isolation capabilities for high-risk conditions such as short circuits and contact adhesion, leading to delayed anomaly responses, biased fault diagnosis, and difficulty in accurately reproducing various degradation and abnormal scenarios during actual user charging. Moreover, the fragmented testing data cannot meet the needs of full-process traceability and review.

[0004] There is currently no effective solution to the above-mentioned technical problems. Summary of the Invention

[0005] This invention provides a vehicle testing method, apparatus, vehicle, and storage medium to at least solve the technical problem in the prior art that it is impossible to simultaneously test multiple charging safety conditions of a vehicle.

[0006] According to one embodiment of the present invention, a vehicle testing method is provided, comprising: obtaining the charging interface type and charging connection method of the test vehicle; configuring multiple charging test cases for the test vehicle based on the charging interface type and charging connection method; generating multiple charging fault conditions based on the multiple charging test cases, wherein the multiple charging test cases and the multiple charging fault conditions correspond one-to-one; and testing the test vehicle based on the multiple charging fault conditions.

[0007] Optionally, the vehicle testing method further includes: obtaining the socket temperature tolerance value of the test vehicle; adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0008] Optionally, the vehicle testing method further includes: acquiring the rated charging signal of the test vehicle; determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; controlling the charging signal of the test vehicle to change to the test charging signal; acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0009] Optionally, the vehicle testing method further includes: controlling the charging interface of the test vehicle to disconnect the electrical connection with the charging gun; monitoring the charging status of the test vehicle in response to the absence of electrical connection between the charging interface and the charging gun; and stopping the charging of the test vehicle in response to the charging status to determine that there is no fault in the test vehicle.

[0010] Optionally, the vehicle testing method further includes: connecting the charging circuit of the test vehicle to the short-circuit test circuit; injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; monitoring whether the test vehicle activates an alarm function in response to detecting a short-circuit fault in the test vehicle; and determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0011] Optionally, the vehicle testing method further includes: controlling the connection state of the contactor in the charging circuit of the test vehicle to change to an adhesive state; in response to the connection state being adhesive, monitoring whether the test vehicle activates an alarm function; and in response to the test vehicle activating the alarm function, determining that the test vehicle is not faulty.

[0012] According to one embodiment of the present invention, a vehicle testing apparatus is also provided, comprising: an acquisition module for acquiring the charging interface type and charging connection method of the test vehicle; a configuration module for configuring multiple charging test cases for the test vehicle based on the charging interface type and charging connection method; a generation module for generating multiple charging fault conditions based on the multiple charging test cases, wherein the multiple charging test cases and the multiple charging fault conditions correspond one-to-one; and a testing module for testing the test vehicle based on the multiple charging fault conditions.

[0013] Optionally, the test module includes: a first acquisition unit for acquiring the socket temperature tolerance value of the test vehicle; an adjustment unit for adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; a first monitoring unit for monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and a first determination unit for determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0014] Optionally, the test module further includes: a second acquisition unit for acquiring the rated charging signal of the test vehicle; a second determination unit for determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; a first control unit for controlling the charging signal of the test vehicle to change to the test charging signal; a third acquisition unit for acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; a comparison unit for comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and a third determination unit for determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0015] Optionally, the test module further includes: a second control unit for controlling the charging interface of the test vehicle to disconnect the electrical connection between the charging port and the charging gun; a second monitoring unit for monitoring the charging status of the test vehicle in response to the absence of an electrical connection between the charging interface and the charging gun; and a fourth determining unit for stopping the charging of the test vehicle in response to the charging status and determining that the test vehicle is not faulty.

[0016] Optionally, the test module further includes: a third control unit for controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; an injection unit for injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; a third monitoring unit for monitoring whether the test vehicle activates the alarm function in response to detecting a short-circuit fault in the test vehicle; and a fifth determination unit for determining that the test vehicle does not have a fault in response to activating the alarm function.

[0017] Optionally, the test module further includes: a fourth control unit for controlling the change of the connection state of the contactor in the charging circuit of the test vehicle to an adhesive state; a fourth monitoring unit for monitoring whether the test vehicle activates the alarm function in response to the connection state being adhesive; and a sixth determination unit for determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0018] According to one embodiment of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the test method for the vehicle described in any of the preceding claims.

[0019] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle testing method described in any of the preceding claims.

[0020] According to one embodiment of the present invention, a non-volatile storage medium is also provided, wherein a computer program is stored in the non-volatile storage medium, wherein the computer program is configured to execute the vehicle testing method described in any of the above embodiments when running.

[0021] According to one embodiment of the present invention, a computer program product is also provided, which stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the vehicle testing method described in any of the above claims.

[0022] In this embodiment of the invention, by obtaining the charging interface type and charging connection method of the test vehicle, and configuring multiple charging test cases for the test vehicle based on the charging interface type and charging connection method, the purpose of generating multiple charging fault conditions based on multiple charging test cases is achieved. The multiple charging test cases and multiple charging fault conditions correspond one-to-one, thereby achieving the technical effect of testing the test vehicle based on multiple charging fault conditions. This solves the technical problem in the prior art that it is impossible to test multiple charging safety conditions of a vehicle simultaneously. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0024] Figure 1 This is a flowchart of a vehicle testing method according to one embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the structure of a vehicle testing system according to one embodiment of the present invention;

[0026] Figure 3 This is a flowchart of a method for testing abnormal temperature conditions of a vehicle according to one embodiment of the present invention;

[0027] Figure 4 This is a structural block diagram of a vehicle testing apparatus according to one embodiment of the present invention;

[0028] Figure 5 This is a structural block diagram of an electronic device according to one embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] According to an embodiment of the present invention, an embodiment of a vehicle testing method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] This method embodiment can also be executed in an electronic device, similar control device, or vehicle-mounted terminal that includes a memory and a processor. Taking a vehicle-mounted terminal as an example, the vehicle-mounted terminal may include one or more processors and a memory for storing data. Optionally, the vehicle-mounted terminal may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the vehicle-mounted terminal. For example, the vehicle-mounted terminal may include more or fewer components than those described above, or have a different configuration than those described above.

[0033] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microprocessor, a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) type processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0034] The memory can be used to store computer programs, such as the computer program corresponding to the vehicle testing method in this embodiment of the invention. The processor implements the vehicle testing method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a grid. Examples of such grids include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0035] The communication device is used to receive or transmit data via a grid. Specific examples of the aforementioned grid may include a wireless grid provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other grid devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet. In some embodiments of this solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, enabling the mobile device to send commands to the vehicle-mounted terminal.

[0036] The display device can be a touchscreen liquid crystal display (LCD) or a touch display (also referred to as a "touchscreen" or "touch display screen"). This LCD allows the user to interact with the user interface of the in-vehicle terminal. In some embodiments, the in-vehicle terminal has a graphical user interface (GUI), allowing the user to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. The human-machine interaction function may include a vehicle gear shifting function, and executable instructions for performing these functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0037] Figure 1 This is a flowchart of a vehicle testing method according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0038] Step S101: Obtain the charging interface type and charging connection method of the test vehicle.

[0039] Optionally, the execution subject in this embodiment is a vehicle testing system, such as... Figure 2 As shown, it should be noted that other electronic devices and processors can also serve as the execution subject, and no further restrictions are imposed here.

[0040] In the technical solution provided by step S101 of the present invention, the system must first establish an electrical path through a physical connection before subsequent data acquisition or command issuance can be performed. Furthermore, after the connection is established, the test system (simulated pile) and the vehicle (simulated on-board charger) interact with each other through the control guidance (CP / CC) circuit using PWM signals or communication messages.

[0041] Specifically, the system determines the vehicle's connection status (fully connected, partially connected) and the maximum charging current supported by the vehicle by detecting the duty cycle of the CP (Control Pilot) signal or the resistance value of the CC (Connection Confirmation) signal. Simultaneously, it reads the vehicle's charging request message through the communication protocol to confirm the interface's electrical parameters and capabilities.

[0042] The above-mentioned charging interface types refer to the electrical standards of vehicle charging ports. Different types of interfaces have different pin definitions, voltage and current ranges.

[0043] The charging connection methods described above refer to the connection configuration between the cable and the vehicle. Specifically, they mainly fall into the following categories:

[0044] 1) Connection method A: The vehicle comes with a cable, one end of which is permanently connected to the vehicle, and the other end is a plug.

[0045] 2) Connection method B: Detachable cable with a plug at one end and a vehicle socket at the other.

[0046] 3) Connection method C: The cable is permanently connected to the charging pile, and the vehicle end only has a socket.

[0047] In the above-mentioned control guidance (CP / CC) circuit, CP is the control guidance circuit, which is used to transmit PWM signals to control the charging process, and CC is the connection confirmation circuit, which is used to detect whether the plug is properly inserted and the rated capacity of the cable.

[0048] As an optional implementation, the operator manually selects the corresponding "charging interface type" and "connection method" (e.g., connection method C) on the PC-based testing software interface, based on the vehicle model information. The operator then selects the appropriate type of charging gun (e.g., a GB / T AC charging gun) from the tool cabinet and inserts it into the vehicle's charging port. The system confirms the connection is in place by detecting the resistance value of the CC line.

[0049] As an alternative implementation, the test bench is equipped with a vision recognition system (camera) or an electronic tag reader. Once the vehicle is parked, the system automatically scans the shape of the charging port or reads the vehicle's RFID information to automatically identify the interface type. Furthermore, a robotic arm automatically grasps the corresponding connector, completing the physical connection with the vehicle, and automatically configures the internal relay matrix to match the electrical characteristics of the charging interface.

[0050] It is worth noting that by confirming the interface type and completing the connection, a basic physical channel is provided for subsequent power transmission (charging) and signal interaction (such as temperature signal acquisition and fault injection). Furthermore, by identifying the connection method (A / B / C) and interface type, the system can load the correct test standards and parameter ranges (such as voltage and current limits), avoiding equipment damage or test misjudgments caused by interface incompatibility, and ensuring the basic safety of the testing process.

[0051] Step S102: Configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method.

[0052] In the technical solution provided by step S102 of the present invention, after obtaining the charging interface type and charging connection method, the system queries the database to find all test cases related to the standard and connection method. For example, if the interface type is "GB / T DC", the system will exclude all AC-related test cases (such as PWM signal abnormality) and lock DC-related test items (such as insulation monitoring and charging handshake messages).

[0053] Furthermore, based on the matched test cases, the system automatically loads the relevant configuration parameters (such as voltage range, current threshold, communication protocol version, and fault injection point) into the operating condition simulation module and the signal acquisition module.

[0054] The aforementioned test cases refer to a set of inputs, execution conditions, and expected results designed for a specific purpose (such as verifying a function). Specifically, in this application, a test case can be a specific charging condition test.

[0055] The aforementioned operating condition simulation module is a core component of the vehicle testing system, such as... Figure 2 As shown, it is used to simulate a real charging environment, including charging modes, connection methods, and various faults (such as short circuits and contactor sticking).

[0056] The aforementioned signal acquisition module is another core component of the vehicle testing system, such as... Figure 2 As shown, it is used to collect data such as temperature, electrical signals, locking status, and insulation resistance in real time.

[0057] As an optional implementation, the system has a built-in rule engine. When the input is "interface type is GB / T AC" and "connection method is method C", the rule engine automatically triggers preset logic to extract the "GB / T AC safety test kit" from the database. Specifically, this kit automatically includes test scripts for multiple core safety indicators (such as temperature protection and CP anomaly injection in the embodiment), and automatically configures the operating condition simulation module to output 220V voltage and the signal acquisition module to have a sampling rate of 1kHz.

[0058] It's worth noting that by binding test cases to specific interface standards and connection methods, inapplicable test items are automatically filtered out, avoiding invalid tests or misconfigurations and improving the relevance of testing. Furthermore, the tedious process of manually consulting standards and setting parameters is automated, directly generating a list of executable test tasks, significantly shortening pre-test preparation time.

[0059] Step S103: Generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0060] In the technical solution provided by step S103 of the present invention, the system reads and analyzes the content of each charging test case, and extracts the defined fault type, fault parameters and trigger timing. For example, for the "CP signal abnormality test case", the system will parse out specific instructions such as "disconnect CP circuit" and "duration 5 seconds".

[0061] Furthermore, the system sends the parsed instructions to the operating condition simulation module (including relay matrix, programmable power supply, resistor network, etc.) to drive the hardware circuit to change its state, thereby constructing the corresponding fault environment at the physical level.

[0062] The aforementioned charging fault conditions include short circuit (accidental connection of positive and negative terminals), contactor sticking (switch cannot be disconnected), abnormal CP / CC signal (loss or error of control guidance signal), insulation fault, etc.

[0063] The aforementioned operating condition simulation module is the system's actuator, which includes a fault injection module used to actively generate the aforementioned faults in the circuit.

[0064] As an optional implementation, to verify the vehicle's protection function when the charging gun's positive and negative terminals are short-circuited, the system analyzes this use case and generates a command to close the short-circuit relay. After receiving the command, the operating condition simulation module drives the internal high-current relay to operate, forcibly short-circuiting the DC+ and DC- output terminals momentarily, thereby physically generating a fault condition of positive and negative short circuit.

[0065] It is worth noting that by establishing a one-to-one correspondence between multiple charging test cases and multiple charging fault conditions, it is ensured that each preset test scenario can be accurately reproduced in the physical circuit, avoiding test omissions or false triggers and guaranteeing the reliability of test results. Furthermore, complex fault scenarios (such as contactor sticking or momentary short circuits) are transformed into programmable instruction execution, eliminating the need for manual wiring or destructive operations, and allowing high-risk fault conditions to be repeatedly generated in a controlled environment.

[0066] Step S104: Test the test vehicle based on multiple charging failure conditions.

[0067] In the technical solution provided by step S104 of the present invention, the system applies the charging fault condition to the charging circuit of the vehicle according to a preset timing sequence, and at the same time starts the signal acquisition module to acquire the vehicle's feedback signal at a high frequency.

[0068] Furthermore, the collected real-time data (such as voltage, current, temperature, and CP signal waveform) is compared with the expected results in the preset charging test cases. Specifically, the system's internal control and early warning unit will determine whether the vehicle's response meets safety standards. For example, it will determine whether the vehicle stopped charging before the temperature reached 85°C under overheating conditions.

[0069] Furthermore, based on the judgment results, the system automatically triggers corresponding early warning mechanisms or safety protection actions. If the vehicle fails to respond correctly (e.g., failure to disconnect power in time), the system will automatically perform operations such as cutting off the high-voltage circuit and sounding and visual alarms, depending on the severity of the fault, to prevent the fault from spreading and causing equipment damage or safety accidents.

[0070] The aforementioned signal acquisition module is responsible for acquiring data such as temperature, electrical signals (voltage / current), locking status, and insulation resistance in real time.

[0071] The aforementioned control and early warning unit is communicatively connected to the operating condition simulation module and the signal acquisition module, and is responsible for multi-parameter fusion analysis, determining the fault level, and issuing control commands.

[0072] The aforementioned tiered early warning system refers to taking different response measures for faults of varying severity. For example, minor anomalies (such as communication timeouts) trigger audible and visual alarms, while severe anomalies (such as short circuits) trigger the immediate disconnection of the high-voltage circuit.

[0073] As an optional implementation, to verify the vehicle's protection function when the charging port temperature is too high, the system needs to perform the following actions: the operating condition simulation module simulates high-current charging, causing the interface temperature to rise, and the signal acquisition module continuously reads temperature sensor data. When the detected temperature is greater than or equal to 85°C, the control and warning unit determines it as an over-temperature fault. If the vehicle has not stopped charging at this time, the system automatically records the data and cuts off the power; if the vehicle has stopped, its response time is recorded.

[0074] It is worth noting that by introducing physical fault interference during actual charging, the vehicle's real-world responsiveness under non-ideal conditions can be tested, rather than just static parameter checks, thus verifying the effectiveness of the vehicle's safety design. Furthermore, by utilizing multi-parameter synchronous acquisition and a graded early warning mechanism, the vehicle's response differences on a millisecond-level time scale (such as the determination of contactor adhesion and sudden changes in insulation resistance) can be accurately captured, providing high-precision data support for evaluating the vehicle's safety performance.

[0075] Steps S101 to S104 above show that, in this invention, by obtaining the charging interface type and charging connection method of the test vehicle, and configuring multiple charging test cases for the test vehicle based on the charging interface type and charging connection method, the purpose of generating multiple charging fault conditions based on multiple charging test cases is achieved. Among them, multiple charging test cases and multiple charging fault conditions correspond one-to-one, thereby achieving the technical effect of testing the test vehicle based on multiple charging fault conditions. This solves the technical problem in the prior art that it is impossible to test multiple charging safety conditions of a vehicle simultaneously.

[0076] The method described in this embodiment will now be described in further detail.

[0077] Step S201: Obtain the socket temperature tolerance value of the test vehicle;

[0078] Step S202: Based on the socket temperature tolerance value, adjust the socket temperature value of the test vehicle to the target temperature value;

[0079] Step S203: In response to the target temperature value being greater than the socket temperature tolerance value, monitor whether the test vehicle activates the alarm function;

[0080] Step S204: In response to the test vehicle activating the alarm function, it is determined that there is no fault in the test vehicle.

[0081] In this embodiment, such as Figure 3 As shown, the system reads the over-temperature protection action threshold (such as 90℃, 100℃ or 105℃) set for the charging interface of the vehicle model from the BMS (Battery Management System) communication messages or test case library to determine whether the vehicle's alarm triggering timing is timely in subsequent tests.

[0082] Furthermore, the heating components in the system control condition simulation module (such as external heat sources, heat exchange devices, or modified temperature sensor parameters) precisely heat the charging interface to bring its temperature to or above the preset tolerance value. In actual testing, the target temperature value is usually set slightly higher than the tolerance value (for example, if the tolerance value is 100℃, the target temperature may be set to 105℃) to verify the system's response capability under critical or over-limit conditions.

[0083] Furthermore, when the signal acquisition module confirms that the interface temperature has exceeded the safety threshold, the control and early warning unit begins to monitor the vehicle's feedback signals in real time (such as dashboard prompts, fault codes in BMS communication messages, or audible and visual alarm signals). The purpose of this step is to verify the vehicle's proactive prevention and information notification capabilities, that is, whether the vehicle can issue a clear warning to the user or the backend in an overheating state.

[0084] Finally, the system logically compares the monitored alarm signals with the expected results. If the vehicle successfully triggers an alarm (such as reducing power or stopping charging) when the temperature exceeds the limit, the over-temperature protection function test is considered passed. This indicates that the vehicle's safety alarm function has been properly activated, the system records the test as passed, and can automatically end the test or proceed to the next step.

[0085] The aforementioned socket temperature tolerance value refers to the highest safe temperature threshold that the vehicle charging interface can withstand under design and safety standards. If the temperature of the vehicle charging interface exceeds this temperature threshold, the vehicle must trigger a protection mechanism to prevent fire or component damage.

[0086] The aforementioned operating condition simulation module (heating component) includes a device for heating the charging interface to the target temperature, such as an external heater, a heat exchange device, or by modifying sensor parameters through software to simulate a high-temperature environment.

[0087] The aforementioned alarm functions are safety response measures taken by the vehicle when an abnormality is detected, including but not limited to displaying an over-temperature warning on the instrument panel, reducing the PWM duty cycle (reducing power), cutting off the charging circuit, or issuing an audible and visual alarm.

[0088] As an optional implementation, the system performs the following technical actions to verify the vehicle's physical response under real high-temperature conditions: The system acquires the vehicle's tolerance value as 100°C. Subsequently, the operating condition simulation module activates the external heating device to heat the charging gun terminals. When the temperature sensor reports that the target temperature of 105°C has been reached, the system begins monitoring. If the vehicle's dashboard illuminates an over-temperature warning and cuts off the charging current at this time, the system determines that the vehicle's over-temperature protection function is normal and there is no fault.

[0089] As an alternative implementation, the system can also quickly verify the vehicle's BMS logic without generating actual high temperatures. Specifically, the system obtains the vehicle's tolerance value as 90°C. The operating condition simulation module does not initiate physical heating; instead, it sends a modified temperature sensor parameter (e.g., simulating a resistance value at 100°C) directly to the vehicle's BMS via the fault injection unit. Upon receiving this parameter, the vehicle's BMS determines that the temperature is too high, triggers an alarm, and stops charging. The system captures this stop signal, confirming that there is no fault in the vehicle's logic.

[0090] It is worth noting that by rigorously comparing the actual / simulated temperature with the vehicle's set tolerance value, the system can objectively and accurately verify whether the triggering timing of the vehicle's over-temperature protection strategy meets safety design requirements, avoiding errors from subjective judgment. Furthermore, the system can automatically identify the vehicle's safety response and promptly conclude that no fault exists after confirming that the vehicle's alarm function has been activated, effectively preventing the risk of thermal runaway due to vehicle protection failure and improving the safety and efficiency of the test.

[0091] Step S301: Obtain the rated charging signal of the test vehicle;

[0092] Step S302: Determine the test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal;

[0093] Step S303: Control the charging signal of the test vehicle to change to the test charging signal;

[0094] Step S304: In response to the charging signal being a test charging signal, obtain the charging rate of the test vehicle;

[0095] Step S305: Compare the charging rate with the rated charging rate of the test vehicle to obtain the comparison result;

[0096] Step S306: In response to the comparison result indicating that the charging rate is less than the rated charging rate, it is determined that there is no fault in the test vehicle.

[0097] In this embodiment, the system reads or measures the PWM (Pulse Width Modulation) signal parameters sent to the vehicle by the charging pile through the control guidance (CP) circuit under normal vehicle conditions, particularly its rated duty cycle. Specifically, in AC charging, the duty cycle of the CP signal directly corresponds to the maximum allowable charging current of the charging pile. The system must first determine the normal reference value of the charging current.

[0098] Furthermore, based on the test cases, the system generates a new PWM signal parameter with a duty cycle set to be less than the rated duty cycle. The operating condition simulation module (such as a programmable power supply or signal generator) smoothly switches the CP signal output to the vehicle from the rated duty cycle to the set test duty cycle.

[0099] Furthermore, after the signal switch, the signal acquisition module monitors the vehicle's actual charging current or charging power in real time. The control and early warning unit compares the measured charging rate with the vehicle's original charging rate under the rated signal. If the measured charging rate decreases compared to the rated charging rate (for example, the duty cycle drops from 30% to 10%, and the current drops accordingly from 18A to 6A), the system determines that the vehicle's derating protection logic is normal, and the test passes.

[0100] Specifically, the above-mentioned abnormal signal conditions refer to situations where the control guidance (CP) signal undergoes unexpected changes or is actively reduced in value.

[0101] The duty cycle mentioned above refers to the proportion of time the PWM signal is at a high level within one cycle. In AC charging standards for electric vehicles, the duty cycle is a parameter that determines the maximum available charging current.

[0102] The charging rate mentioned above is positively correlated with the duty cycle of the CP signal.

[0103] As an optional implementation, the system can verify the vehicle's ability to recognize abnormal duty cycles during the initialization phase of the DC charging pile. Specifically, during the DC charging handshake phase, the system should send a 10% duty cycle to establish PLC communication. If the test case is set to send an invalid extremely low duty cycle (e.g., 3%), the system monitors whether the vehicle can correctly recognize the abnormal signal and refuse to enter the next stage of charging, or charge according to the extremely low current limit corresponding to 3%. If the vehicle performs the correct limiting or refusal action, it is determined that the vehicle is not faulty.

[0104] It is worth noting that by actively injecting low duty cycle signals and comparing changes in the charging rate, the accuracy of the vehicle's interpretation of control guidance signals and the accuracy of power reduction execution can be objectively verified, ensuring that the vehicle will not experience overcurrent risks under constrained operating conditions. Furthermore, it confirms that the vehicle can respond correctly when receiving abnormal or degraded signals, effectively preventing safety incidents such as cable overheating and equipment damage caused by signal distortion or vehicle logic defects, thus improving the overall safety of the charging process.

[0105] Step S401: Control the test vehicle's charging interface to disconnect from the electrical connection with the charging gun;

[0106] Step S402: In response to the lack of electrical connection between the charging interface and the charging gun, monitor the charging status of the test vehicle;

[0107] Step S403: In response to the charging status, the test vehicle stops charging, and it is determined that there is no fault in the test vehicle.

[0108] In this embodiment, the system actively disconnects key signal lines (such as CC / CP lines) or power supply lines (DC+ / DC-) in the charging circuit by controlling the internal relay matrix or mechanical switches, simulating the physical state of the charging gun being accidentally pulled out or the cable breaking.

[0109] Furthermore, at the instant the electrical connection is broken, the signal acquisition module begins high-frequency monitoring of the vehicle's BMS (Battery Management System) status, the opening and closing status of the charging contactors (such as K1 / K2 or C5 / C6), and changes in voltage and current at the output terminals. Specifically, the system needs to detect whether the vehicle has detected an abnormal voltage or infinite resistance in the CC / CP circuit, and determine whether the vehicle has performed the action of cutting off the main circuit within the standard-specified time window (e.g., milliseconds or seconds).

[0110] Furthermore, the control and early warning unit logically compares the monitored actual behavior with the expected results. If it is confirmed that the vehicle has stopped outputting current and disconnected the internal contactor, the test is considered passed. This indicates that the vehicle's live-line protection mechanism and abnormal disconnection protection function are functioning normally, and can stop the damage in time when the physical connection is lost, avoiding the danger of arcing or leakage.

[0111] The aforementioned disconnection condition refers to a physical connection failure during the charging process. In testing, the vehicle's safety protection logic is typically verified by simulating a break in the CC (connection confirmation) line or CP (control guide) line.

[0112] The aforementioned electrical connection refers not only to the physical plug insertion, but also to the complete electrical path formed by the control / guide circuit (CC / CP) and the power transmission circuit.

[0113] The aforementioned charging contactor is a high-power relay inside a vehicle or charging station used to connect or disconnect high-voltage DC / AC power.

[0114] As an optional implementation, when the vehicle is in normal AC charging mode, the operating condition simulation module momentarily disconnects the CC circuit. The system detects a step change in the CC voltage, and then detects that the vehicle's charging contactor disconnects within 3 seconds, and the charging current drops to 0. Based on this, the system determines that there is no fault in the vehicle, and the CC circuit breaker protection is effective.

[0115] As an alternative implementation, during the DC current charging phase, the system controls the interface locking mechanism of the test bench to unlock and simulate physical interface separation. The system monitors the DC output voltage and current in real time to confirm that the vehicle has cut off the power supply to the output terminals within a very short time (e.g., within 100 milliseconds), thus determining that the vehicle is not faulty.

[0116] It is worth noting that by actively injecting a disconnection fault and monitoring the vehicle's charging cessation behavior, the safety response speed and logical correctness of the vehicle under extreme physical conditions such as accidental disconnection of the charging gun or cable breakage can be objectively and quantitatively verified, ensuring that the high-voltage system can be isolated in a timely manner. Furthermore, it confirms that the vehicle can immediately stop energy transmission when the electrical connection is lost, effectively preventing serious safety accidents such as electric shock, short circuits, or fires caused by vehicle protection failure, thus improving the safety of the charging system.

[0117] Step S501: Connect the charging circuit of the test vehicle to the short-circuit test circuit.

[0118] Step S502: Inject a short-circuit fault into the charging circuit based on the short-circuit test circuit;

[0119] Step S503: In response to the detection of a short circuit fault in the test vehicle, monitor whether the test vehicle activates the alarm function;

[0120] Step S504: In response to the test vehicle activating the alarm function, it is determined that there is no fault in the test vehicle.

[0121] In this embodiment, the system physically or electrically connects the charging circuit (such as the positive and negative output terminals) of the test vehicle to a dedicated short-circuit test circuit by controlling an internal relay matrix or short-circuit generation device. The system closes the short-circuit switch to artificially create a short-circuit fault, causing a large current to flow through the charging circuit instantaneously. Specifically, by directly connecting the positive and negative terminals of the charging circuit with low-impedance conductors, a real short-circuit scenario caused by wiring harness wear, insulation breakdown, or foreign object puncture is simulated to test the withstand limits of the vehicle's electrical system.

[0122] Furthermore, at the instant of short-circuit injection, the signal acquisition module monitors the vehicle's current peak, voltage drop, and BMS (Battery Management System) feedback signals in real time with a high-frequency sampling rate to confirm whether the vehicle has detected the short circuit and triggered the corresponding alarm mechanism (such as dashboard malfunction indicator lights, audible and visual alarms, or communication message errors). This ensures that the system can issue a clear warning to the user or the backend at the first moment of danger.

[0123] Furthermore, the control and early warning unit logically compares the monitored alarm signals with the expected results. If the vehicle successfully triggers the alarm function when a short circuit occurs, the short circuit protection test is deemed to have passed, and the vehicle has no safety logic faults. This indicates that the vehicle's safety alarm function has been activated normally, effectively identifying hazards and taking protective measures under electrical adverse conditions, thus avoiding safety hazards caused by protection failure.

[0124] The aforementioned short-circuit fault condition refers to a state in which the positive and negative terminals of a circuit are accidentally and directly connected due to insulation failure, physical damage, or other reasons. At this time, the resistance of the external circuit approaches zero, resulting in an extremely large short-circuit current.

[0125] The aforementioned short-circuit test circuit refers to a hardware circuit in the test bench specifically designed to create short-circuit faults. It typically features low impedance characteristics (e.g., resistance value ≤ 5mΩ) and integrates a high-current switching device, thereby safely simulating short-circuit events.

[0126] The aforementioned alarm functions refer to the safety response measures taken by the vehicle when a serious electrical abnormality is detected, including illuminating the fault indicator light, cutting off the high-voltage relay, sending fault diagnostic codes, or issuing an audible alarm.

[0127] As an optional implementation, during normal vehicle charging, the test system controls the high-current relay in the short-circuit test circuit to close instantaneously, shorting the DC+ and DC- terminals. The system detects a surge in short-circuit current and simultaneously confirms via the CAN bus or hard-wired signal that the vehicle's BMS has triggered an external short-circuit fault alarm and disconnected the internal contactor. Based on this, the system can determine that there is no fault in the vehicle.

[0128] As an alternative implementation, the operating condition simulation module connects the L or N line of the AC charging gun to the vehicle ground wire via a low-resistance conductor. The system monitors whether the vehicle detects abnormal leakage current or short-circuit current and confirms whether the "Charging System Fault" alarm illuminates on the vehicle's dashboard. If the alarm is successfully triggered, it is determined that there is no fault in the vehicle.

[0129] It is worth noting that by actively injecting extreme short-circuit current and monitoring the vehicle's alarm response, the effectiveness of the vehicle's internal overcurrent and short-circuit protection circuits can be objectively and accurately verified. This ensures that the vehicle can promptly identify hazards and trigger safety safeguards when encountering electrical adverse conditions. Furthermore, the system can automatically identify the vehicle's safety response and, after confirming that the vehicle's alarm function has been activated, promptly conclude that no fault exists. This effectively prevents serious safety accidents such as thermal runaway and fire caused by vehicle protection failure, improving the safety of the test and the accuracy of the assessment.

[0130] Step S601: Change the connection state of the contactor in the charging circuit of the test vehicle to the sticky state.

[0131] Step S602: In response to the connection status being stuck, monitor whether the test vehicle has activated the alarm function;

[0132] Step S603: In response to the test vehicle activating the alarm function, it is determined that there is no fault in the test vehicle.

[0133] In this embodiment, the system uses a fault injection module to force the contactor into a normally closed state (i.e., unable to disconnect) at the physical or logical level by methods such as shorting the contactor's input / output terminals or triggering the contactor's feedback signal. Specifically, during actual charging or power-on / off processes, the contactor may experience contact welding due to high current arcing or mechanical fatigue. The test system can reproduce the dangerous situation where the control signal has issued a disconnect command, but the contacts are actually still closed, by shorting or tampering with the feedback signal in hardware.

[0134] Furthermore, after simulating the adhesion state, the signal acquisition module monitors the feedback from the vehicle's BMS (Battery Management System) or Vehicle Controller (VCU) in real time, checks whether the vehicle has detected an abnormal contactor feedback signal, and triggers the corresponding alarm mechanism (such as dashboard prompts, fault code reporting, or audible and visual alarms).

[0135] Furthermore, the control and early warning unit logically compares the monitored alarm signals with the expected results. If the vehicle successfully triggers the alarm function while in a stuck state, the test is considered passed, and the vehicle's safety detection logic is deemed to be without fault. This indicates that the vehicle has a robust sticking detection mechanism, capable of promptly alerting the user or backend when a fault occurs, effectively preventing high-voltage power-up abnormalities or electric shock risks to maintenance personnel caused by contactor sticking.

[0136] The aforementioned contactor adhesion refers to a serious failure mode in which the contacts of a high-voltage contactor (relay) remain physically fused or stuck together when they should be disconnected due to reasons such as high current surge, arc erosion, or mechanical aging, resulting in the high-voltage circuit being unable to be disconnected in a controlled manner.

[0137] The aforementioned feedback signal refers to the auxiliary contact signal inside the contactor used to report its actual open / closed state to the BMS. When the control command and the feedback signal are inconsistent, the system can determine that a sticking or open circuit fault has occurred.

[0138] As an optional implementation, when the vehicle is about to be powered off, the test system physically short-circuites the input and output terminals of the vehicle's main positive contactor via its internal short-circuit test circuit. At this time, the vehicle's BMS issues a disconnect command, but detects that the circuit is still conducting (or the feedback signal is abnormal), and immediately reports a high-voltage system fault on the instrument panel and prohibits power-on again. The system confirms the alarm trigger and determines that there is no fault in the vehicle.

[0139] As an alternative implementation, during charging, the operating condition simulation module does not change the physical contacts but directly modifies the contactor feedback signal sent to the vehicle, simulating its normally closed state. Upon receiving this abnormal feedback, the vehicle determines that adhesion has occurred, immediately stops charging, and reports a fault code. The system can then determine that there is no fault in the vehicle.

[0140] It is worth noting that by actively injecting a contactor sticking fault and monitoring the vehicle's alarm response, the effectiveness of the vehicle's high-voltage system's self-check logic for contactor status can be objectively and accurately verified, ensuring that the vehicle can promptly identify and report risks of high-voltage runaway. Furthermore, it confirms that the vehicle can immediately activate an alarm and prohibit abnormal operation when a contactor sticks, effectively preventing circuit disturbances caused by abnormal power supply control in the high-voltage system and greatly reducing safety hazards.

[0141] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or grid device, etc.) to execute the methods of the various embodiments of the present invention.

[0142] This embodiment also provides a vehicle testing apparatus for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0143] Figure 4This is a structural block diagram of a vehicle testing apparatus 400 according to one embodiment of the present invention, as shown below. Figure 4 As shown, the device includes: an acquisition module 41, a configuration module 42, a generation module 43, and a test module 44.

[0144] The acquisition module 41 is used to acquire the charging interface type and charging connection method of the test vehicle;

[0145] Configuration module 42 is used to configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method;

[0146] The generation module 43 is used to generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0147] Test module 44 is used to test the test vehicle based on multiple charging fault conditions.

[0148] Optionally, the test module 44 includes: a first acquisition unit for acquiring the socket temperature tolerance value of the test vehicle; an adjustment unit for adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; a first monitoring unit for monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and a first determination unit for determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0149] Optionally, the test module 44 further includes: a second acquisition unit for acquiring the rated charging signal of the test vehicle; a second determination unit for determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; a first control unit for controlling the charging signal of the test vehicle to change to the test charging signal; a third acquisition unit for acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; a comparison unit for comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and a third determination unit for determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0150] Optionally, the test module 44 further includes: a second control unit for controlling the charging interface of the test vehicle to disconnect the electrical connection between the charging port and the charging gun; a second monitoring unit for monitoring the charging status of the test vehicle in response to the absence of an electrical connection between the charging interface and the charging gun; and a fourth determining unit for stopping the charging of the test vehicle in response to the charging status and determining that the test vehicle is not faulty.

[0151] Optionally, the test module 44 further includes: a third control unit for controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; an injection unit for injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; a third monitoring unit for monitoring whether the test vehicle activates the alarm function in response to detecting a short-circuit fault in the test vehicle; and a fifth determination unit for determining that the test vehicle does not have a fault in response to activating the alarm function of the test vehicle.

[0152] Optionally, the test module 44 further includes: a fourth control unit for controlling the change of the connection state of the contactor in the charging circuit of the test vehicle to an adhesive state; a fourth monitoring unit for monitoring whether the test vehicle activates the alarm function in response to the connection state being adhesive; and a sixth determination unit for determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0153] Embodiments of the present invention also provide a vehicle, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the above-described vehicle testing method.

[0154] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0155] Step S101: Obtain the charging interface type and charging connection method of the test vehicle;

[0156] Step S102: Configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method;

[0157] Step S103: Generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0158] Step S104: Test the test vehicle based on multiple charging failure conditions.

[0159] Optionally, the processor, when executing the program, also performs the following steps: obtaining the socket temperature tolerance value of the test vehicle; adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0160] Optionally, the processor, when executing the program, further implements the following steps: acquiring the rated charging signal of the test vehicle; determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; controlling the charging signal of the test vehicle to change to the test charging signal; acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0161] Optionally, the processor, when executing the program, also implements the following steps: controlling the charging interface of the test vehicle to disconnect the electrical connection with the charging gun; monitoring the charging status of the test vehicle in response to the absence of electrical connection between the charging interface and the charging gun; and stopping the charging of the test vehicle in response to the charging status to determine that there is no fault in the test vehicle.

[0162] Optionally, the processor, when executing the program, also performs the following steps: controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; monitoring whether the test vehicle activates the alarm function in response to detecting a short-circuit fault in the test vehicle; and determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0163] Optionally, the processor, when executing the program, also implements the following steps: controlling the connection state of the contactor in the charging circuit of the test vehicle to change to an adhesive state; in response to the connection state being adhesive, monitoring whether the test vehicle activates the alarm function; in response to the test vehicle activating the alarm function, determining that the test vehicle has no fault.

[0164] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0165] Embodiments of the present invention also provide an electronic device, such as... Figure 5 As shown, it includes a memory 51 and a processor 52, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the above-described vehicle testing method.

[0166] Optionally, in this embodiment, the electronic device may be configured to store a computer program for performing the following steps:

[0167] Step S101: Obtain the charging interface type and charging connection method of the test vehicle;

[0168] Step S102: Configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method;

[0169] Step S103: Generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0170] Step S104: Test the test vehicle based on multiple charging failure conditions.

[0171] Optionally, the processor, when executing the program, also performs the following steps: obtaining the socket temperature tolerance value of the test vehicle; adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0172] Optionally, the processor, when executing the program, further implements the following steps: acquiring the rated charging signal of the test vehicle; determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; controlling the charging signal of the test vehicle to change to the test charging signal; acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0173] Optionally, the processor, when executing the program, also implements the following steps: controlling the charging interface of the test vehicle to disconnect the electrical connection with the charging gun; monitoring the charging status of the test vehicle in response to the absence of electrical connection between the charging interface and the charging gun; and stopping the charging of the test vehicle in response to the charging status to determine that there is no fault in the test vehicle.

[0174] Optionally, the processor, when executing the program, also performs the following steps: controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; monitoring whether the test vehicle activates the alarm function in response to detecting a short-circuit fault in the test vehicle; and determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0175] Optionally, the processor, when executing the program, also implements the following steps: controlling the connection state of the contactor in the charging circuit of the test vehicle to change to an adhesive state; in response to the connection state being adhesive, monitoring whether the test vehicle activates the alarm function; in response to the test vehicle activating the alarm function, determining that the test vehicle has no fault.

[0176] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0177] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program configured to perform the above-described vehicle testing method when run on a computer or processor.

[0178] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0179] Step S101: Obtain the charging interface type and charging connection method of the test vehicle;

[0180] Step S102: Configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method;

[0181] Step S103: Generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0182] Step S104: Test the test vehicle based on multiple charging failure conditions.

[0183] Optionally, the storage medium is configured to store program code for performing the following steps: obtaining the socket temperature tolerance value of the test vehicle; adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0184] Optionally, the storage medium is configured to store program code for performing the following steps: acquiring the rated charging signal of the test vehicle; determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; controlling the charging signal of the test vehicle to change to the test charging signal; acquiring the charging rate of the test vehicle in response to the charging signal being the test charging signal; comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and determining that the test vehicle is not faulty in response to the comparison result indicating that the charging rate is less than the rated charging rate.

[0185] Optionally, the storage medium is configured to store program code for performing the following steps: controlling the charging interface of the test vehicle to disconnect the electrical connection between the charging port and the charging gun; monitoring the charging status of the test vehicle in response to the absence of an electrical connection between the charging interface and the charging gun; and stopping the charging of the test vehicle in response to the charging status, determining that there is no fault in the test vehicle.

[0186] Optionally, the storage medium is configured to store program code for performing the following steps: controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; monitoring whether the test vehicle activates an alarm function in response to detecting a short-circuit fault in the test vehicle; and determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0187] Optionally, the storage medium is configured to store program code for performing the following steps: controlling the change of the connection state of the contactor in the charging circuit of the test vehicle to an adhesive state; monitoring whether the test vehicle activates an alarm function in response to the adhesive state; and determining that the test vehicle is not faulty in response to the activation of the alarm function.

[0188] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0189] Embodiments of the present invention also provide a computer program product, including a computer program, wherein the computer program, when executed by a processor, implements the steps of the above-described vehicle testing method.

[0190] Optionally, in this embodiment, the computer program product described above may be configured to store a computer program for performing the following steps:

[0191] Step S101: Obtain the charging interface type and charging connection method of the test vehicle;

[0192] Step S102: Configure multiple charging test cases for the test vehicle based on the charging interface type and charging connection method;

[0193] Step S103: Generate multiple charging fault conditions based on multiple charging test cases, wherein the multiple charging test cases and multiple charging fault conditions correspond one-to-one.

[0194] Step S104: Test the test vehicle based on multiple charging failure conditions.

[0195] Optionally, the computer program may further perform the following steps when executing the program: obtaining the socket temperature tolerance value of the test vehicle; adjusting the socket temperature value of the test vehicle to a target temperature value based on the socket temperature tolerance value; monitoring whether the test vehicle activates an alarm function in response to the target temperature value being greater than the socket temperature tolerance value; and determining that the test vehicle is not faulty in response to the test vehicle activating the alarm function.

[0196] Optionally, the computer program, when executing the program, further implements the following steps: acquiring the rated charging signal of the test vehicle; determining a test charging signal based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; controlling the charging signal of the test vehicle to change to the test charging signal; in response to the charging signal being the test charging signal, acquiring the charging rate of the test vehicle; comparing the charging rate with the rated charging rate of the test vehicle to obtain a comparison result; and in response to the comparison result indicating that the charging rate is less than the rated charging rate, determining that the test vehicle has no fault.

[0197] Optionally, when the computer program executes the program, it also performs the following steps: controlling the charging interface of the test vehicle to disconnect the electrical connection between the charging port and the charging gun; in response to the absence of an electrical connection between the charging interface and the charging gun, monitoring the charging status of the test vehicle; and in response to the charging status, stopping the charging of the test vehicle to determine that there is no fault in the test vehicle.

[0198] Optionally, the computer program may also perform the following steps when executing the program: controlling the connection between the charging circuit and the short-circuit test circuit of the test vehicle; injecting a short-circuit fault condition into the charging circuit based on the short-circuit test circuit; monitoring whether the test vehicle activates the alarm function in response to detecting a short-circuit fault in the test vehicle; and determining that the test vehicle does not have a fault in response to the test vehicle activating the alarm function.

[0199] Optionally, when the computer program executes the program, it also performs the following steps: controlling the connection state of the contactor in the charging circuit of the test vehicle to change to an adhesive state; in response to the connection state being adhesive, monitoring whether the test vehicle activates the alarm function; in response to the test vehicle activating the alarm function, determining that the test vehicle has no fault.

[0200] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0201] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0202] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0203] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0204] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0205] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or grid device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0206] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for testing a vehicle, characterized in that, include: Obtain the charging interface type and charging connection method of the test vehicle; Configure multiple charging test cases for the test vehicle based on the charging interface type and the charging connection method; Multiple charging fault conditions are generated based on the multiple charging test cases, wherein the multiple charging test cases and the multiple charging fault conditions correspond one-to-one. The test vehicle was tested based on the aforementioned multiple charging fault conditions.

2. The vehicle testing method according to claim 1, characterized in that, The multiple charging fault conditions include abnormal temperature conditions, and the testing of the test vehicle based on the abnormal temperature conditions includes: Obtain the socket temperature tolerance value of the test vehicle; Based on the socket temperature tolerance value, the socket temperature value of the test vehicle is adjusted to the target temperature value; In response to the target temperature value being greater than the socket temperature tolerance value, monitor whether the test vehicle activates the alarm function; In response to the alarm function being activated by the test vehicle, it is determined that the test vehicle is not faulty.

3. The vehicle testing method according to claim 1, characterized in that, The multiple charging fault conditions include signal abnormality conditions, and testing the test vehicle based on the signal abnormality conditions includes: Obtain the rated charging signal of the test vehicle; A test charging signal is determined based on the rated charging signal, wherein the duty cycle of the test charging signal is less than the duty cycle of the rated charging signal; Control the charging signal of the test vehicle to change to the test charging signal; In response to the charging signal being the test charging signal, the charging rate of the test vehicle is obtained; The charging rate is compared with the rated charging rate of the test vehicle to obtain the comparison result; In response to the comparison result indicating that the charging rate is less than the rated charging rate, it is determined that the test vehicle is not faulty.

4. The vehicle testing method according to claim 1, characterized in that, The multiple charging fault conditions include a disconnection condition, and the testing of the test vehicle based on the disconnection condition includes: Disconnect the electrical connection between the charging port of the test vehicle and the charging gun; In response to the absence of electrical connection between the charging interface and the charging gun, the charging status of the test vehicle is monitored; In response to the charging status, the test vehicle stops charging, indicating that the test vehicle is not faulty.

5. The vehicle testing method according to claim 1, characterized in that, The multiple charging fault conditions include a short-circuit fault condition, and testing the test vehicle based on the short-circuit fault condition includes: Control the connection between the charging circuit and the short-circuit test circuit of the test vehicle; The charging circuit is injected with the short-circuit fault condition based on the short-circuit test circuit. In response to the detection of a short circuit fault in the test vehicle, monitor whether the test vehicle activates the alarm function; In response to the alarm function being activated by the test vehicle, it is determined that the test vehicle is not faulty.

6. The vehicle testing method according to claim 1, characterized in that, The multiple charging fault conditions include a contactor adhesion condition. Testing the test vehicle based on the contactor adhesion condition includes: The connection state of the contactor in the charging circuit of the test vehicle is changed to an adhesive state. In response to the connection state being the adhesive state, monitor whether the test vehicle activates the alarm function; In response to the alarm function being activated by the test vehicle, it is determined that the test vehicle is not faulty.

7. A vehicle testing device, characterized in that, include: The acquisition module is used to acquire the charging interface type and charging connection method of the test vehicle; A configuration module is used to configure multiple charging test cases for the test vehicle based on the charging interface type and the charging connection method. The generation module is used to generate multiple charging fault conditions based on the multiple charging test cases, wherein the multiple charging test cases and the multiple charging fault conditions correspond one-to-one. The testing module is used to test the test vehicle based on the multiple charging fault conditions.

8. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the vehicle testing method as described in any one of claims 1 to 6.

9. A vehicle comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the vehicle testing method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the test method for the vehicle as described in any one of claims 1 to 6 when run on a computer or processor.

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