Test system of vehicle-mounted charger

Abstract

The utility model provides a test system of a vehicle-mounted charger. The method comprises the steps that a metal table, an alternating current assembly and a charging wire outside a vehicle are included, when the vehicle-mounted charger is tested, the vehicle-mounted charger is placed on the metal table, and an insulating layer is arranged between the vehicle-mounted charger and the metal table; the alternating current assembly is connected with a charging interface of the vehicle-mounted charger through a charging wire outside the vehicle, and the alternating current assembly is connected with the metal table in a grounding mode. The length of the external charging wire is larger than the preset length, and the external charging wire is arranged on the insulating layer in the preset area of the metal table in the Z-shaped direction. According to the method, the difference between the part test result and the whole vehicle test result of the vehicle-mounted charger is reduced.

Description

Technical Field

[0001] This application relates to the technical field of vehicle testing, and particularly to a test system for an on-vehicle charger. Background Art

[0002] In current new energy vehicles, the electromagnetic interference problem of electric vehicles has attracted more and more attention. During the charging process, the on-vehicle charger will generate electromagnetic radiation, which will inject electromagnetic interference into the power grid in a conductive manner and affect the use of other electrical appliances in the power grid.

[0003] In the prior art, after the components of the charger are tested, they are assembled on the vehicle for a complete vehicle test, but there is a problem that the test results of the components and the complete vehicle are inconsistent. Summary of the Utility Model

[0004] This application provides a test system for an on-vehicle charger to solve the problem that the test results of components and the complete vehicle are inconsistent.

[0005] This application provides a test system for an on-vehicle charger, including: a metal table, an AC component, and an off-vehicle charging cable, where:

[0006] When testing the on-vehicle charger, the on-vehicle charger is placed on the metal table, and an insulating layer is provided between the on-vehicle charger and the metal table;

[0007] The AC component is connected to the charging interface of the on-vehicle charger through the off-vehicle charging cable, and the AC component and the metal table are grounded;

[0008] The length of the off-vehicle charging cable is greater than a preset length, and it is arranged in a Z-shaped path on the insulating layer in a preset area of the metal table.

[0009] Optionally, the AC component includes: an AC power supply and an AC line impedance stabilization network;

[0010] The AC line impedance stabilization network is grounded to the metal table through a PE line. The length of the PE line is greater than a preset length, and it follows the Z-shaped path of the off-vehicle charging cable and is arranged on the insulating layer in the preset area.

[0011] Optionally, the system further includes:

[0012] A control signal simulator, which is connected to the control interface of the on-vehicle charger and is used to control the current input to the on-vehicle charger;

[0013] The control signal simulator is arranged outside the metal table.

[0014] Optionally, the system further includes: a first optoelectronic signal converter and a second optoelectronic signal converter;

[0015] The control signal simulator is input-connected to the first optoelectronic signal converter, and the first optoelectronic signal converter is used to convert the electrical signal output by the control signal simulator into an optical signal;

[0016] The output of the first optoelectronic signal converter is connected to the input of the second optoelectronic signal converter, and the output of the second optoelectronic signal converter is connected to the control interface of the on-vehicle charger. The second optoelectronic signal converter is used to convert the optical signal into an electrical signal and input it to the control interface.

[0017] Optionally, the length of the control wire harness between the second optoelectronic signal converter and the control interface of the on-vehicle charger is greater than a preset length, and the control wire harness is arranged on the insulating layer in the preset area along the Z-shaped direction of the off-vehicle charging cable.

[0018] Optionally, the control signal simulator includes a CC signal simulator and a CP signal simulator.

[0019] Optionally, the charging interface and the control interface are arranged on the same socket.

[0020] Optionally, the PE wire is grounded to the metal table through the ground wire interface on the socket.

[0021] Optionally, the system further includes a load component. The load component is electrically connected to the on-vehicle charger and grounded to the metal table. The load component includes a low-voltage load, a low-voltage battery, and a high-voltage load.

[0022] Optionally, the system further includes a host computer device. The host computer device is connected to the on-vehicle charger and is used for state monitoring and parameter debugging of the on-vehicle charger.

[0023] The test system for the on-vehicle charger provided in this application connects the AC component and the on-vehicle charger through the off-vehicle charging cable. The off-vehicle charging cable is used to simulate the charging cable during the whole vehicle test. Then, the length of the off-vehicle charging cable is adjusted according to the length of the charging cable, and it is arranged on the insulating layer in the preset area of the metal table along the Z-shaped direction, reducing the difference between the on-vehicle charger during component testing and whole vehicle testing. Then, the PE wire is arranged on the insulating layer in the preset area along the Z-shaped direction of the off-vehicle charging cable to simulate the coupling state of the PE wire and the off-vehicle charging cable during the whole vehicle test, improving the accuracy of the test, and thus reducing the difference between the component test results and the whole vehicle test results of the on-vehicle charger. Description of the Drawings

[0024] The drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments that conform to this application, and are used together with the specification to explain the principles of this application.

[0025] Figure 1 It is a schematic structural diagram of a test system for an on-vehicle charger provided by an embodiment of this application;

[0026] Figure 2 This is a schematic structural diagram of another test system for an on-vehicle charger provided by an embodiment of the present application.

[0027] Reference numerals:

[0028] 100 - On-vehicle charger; 210 - Metal table; 220 - Off-vehicle charging cable; 230 - Insulation layer; 240 - Charging interface; 250 - PE line; 260 - Host computer device; 270 - Ground connection; 300 - AC component; 310 - AC power supply; 320 - AC line impedance stabilization network; 400 - Load component; 410 - Low-voltage load; 420 - First low-voltage line impedance stabilization network; 430 - High-voltage load; 440 - High-voltage line impedance stabilization network; 450 - Low-voltage battery; 460 - Second low-voltage line impedance stabilization network; 510 - Control signal simulator; 520 - First optoelectronic signal converter; 530 - Second optoelectronic signal converter; 540 - Control wire harness; 600 - Test environment.

[0029] Through the above-mentioned drawings, specific embodiments of the present application have been shown, and there will be more detailed descriptions hereinafter. These drawings and text descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed implementation manners

[0030] Here, the exemplary embodiments will be described in detail, and the examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present application. On the contrary, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0031] To clearly understand the technical solution of the present application, the solutions of the prior art will be introduced in detail first.

[0032] In current new energy vehicles, the electromagnetic interference problem of electric vehicles has attracted more and more attention. During the charging process, the on-vehicle charger will generate electromagnetic radiation, which will inject electromagnetic interference into the power grid in a conductive manner, affecting the use of other electrical appliances on the power grid.

[0033] In the prior art, after the components of the charger are tested, they are assembled on the vehicle for vehicle testing, but there is a problem that the test results of the components and the vehicle are inconsistent.

[0034] In view of the above problems, the inventor found in the research that during the vehicle test, the state of the charging cable between the on-vehicle charger and the AC components is different, which results in different impedance and parasitic capacitance of the cable itself, leading to different measured values of electromagnetic energy. Therefore, when testing the on-vehicle charger, the on-vehicle charger is placed on a metal table, and an insulating layer is provided between the on-vehicle charger and the metal table. The AC components are connected to the charging interface of the on-vehicle charger through an off-vehicle charging cable, and the AC components and the metal table are grounded. The length of the off-vehicle charging cable is greater than a preset length and is arranged in a Z-shaped pattern on the insulating layer in a preset area of the metal table, so as to achieve the purpose of reducing the difference between the test results of components and the vehicle test results.

[0035] The technical solution of the present application and how the technical solution of the present application solves the above technical problems will be described in detail below in conjunction with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the drawings.

[0036] Figure 1 The structural schematic diagram of a test system for an on-vehicle charger provided by an embodiment of the present application is shown in Figure 1 as follows, including:

[0037] A metal table 210, an AC component 300, and an off-vehicle charging cable 220, where:

[0038] When testing the on-vehicle charger 100, the on-vehicle charger 100 is placed on the metal table 210, and an insulating layer 230 is provided between the on-vehicle charger 100 and the metal table 210;

[0039] The AC component 300 is connected to the charging interface 240 of the on-vehicle charger 100 through the off-vehicle charging cable 220, and the AC component 300 and the metal table 210 are grounded through a ground connection 270;

[0040] The length of the off-vehicle charging cable 220 is greater than a preset length and is arranged in a Z-shaped pattern on the insulating layer 230 in a preset area of the metal table 210.

[0041] In this embodiment, when performing component testing on the on-vehicle charger 100, the on-vehicle charger 100 is placed on the metal table 210, the metal table 210 is used as the reference ground of the AC component 300, and then the AC component 300 and the on-vehicle charger 100 are connected through the off-vehicle charging cable 220. The off-vehicle charging cable 220 is used to simulate the charging cable during the vehicle test. Then, the length of the off-vehicle charging cable 220 is adjusted according to the length of the charging cable, and is arranged in a Z-shaped pattern on the insulating layer 230 in a preset area of the metal table 210, so as to reduce the difference between the component testing and vehicle testing of the on-vehicle charger 100.

[0042] Among them, the material of the metal table 210 may include at least one of materials such as copper, aluminum, silver, gold, nickel, iron, platinum, tin, and lead.

[0043] The upper surface of the metal table 210 may be a flat surface for stably placing the AC component 300 and other components required for testing.

[0044] The insulating layer 230 may be made of a material with a dielectric constant less than or equal to the dielectric constant threshold, and the dielectric constant threshold may be 1.4. The insulating layer 230 may include any one of materials such as silicone rubber, fluororubber, polytetrafluoroethylene, polyethylene, polypropylene, polystyrene, polyimide, glass, and silicon.

[0045] The AC component 300 may refer to a device that provides alternating current for the on-vehicle charger 100.

[0046] The off-vehicle charging cable 220 may refer to the wire harness between the charging interface 240 and the AC component 300. The off-vehicle charging cable 220 is used to restore the charging cable of the charging gun and the vehicle charging port during the vehicle test. The off-vehicle charging cable 220 may be the same wire harness as the charging cable or a different wire harness.

[0047] The charging interface 240 may refer to an interface for inputting alternating current into the on-vehicle charger 100.

[0048] The ground connection 270 may refer to establishing a low-impedance conductive connection between a part of the electrical system (such as the outer shell of the device, the reference point of the circuit, or the metal structure of the building) and the reference ground.

[0049] The preset length may refer to the length range determined according to the length of the charging cable connected to the charging gun during the vehicle test. For example, during the vehicle test, if the measured length of the charging cable is Y, the preset length may be determined as Y ± 10%.

[0050] The Z-shaped layout may refer to arranging the off-vehicle charging cable 220 in a Z shape.

[0051] The preset area may refer to an area above the insulating layer 230 with a length of 0.8 m and a width of 0.5 m.

[0052] In some embodiments, the AC component 300 may include an AC power supply 310 and an AC line impedance stabilization network 320; the AC line impedance stabilization network 320 is grounded to the metal table 210 through the PE line 250. The length of the PE line 250 is greater than the preset length and is arranged on the insulating layer 230 within the preset area following the Z-shaped layout of the off-vehicle charging cable 220.

[0053] In this embodiment, an AC line impedance stabilization network 320 is provided between the AC power supply 310 and the on-vehicle charger 100, which is used to isolate the radio wave interference in the AC line between the AC power supply 310 and the on-vehicle charger 100, provide a stable test impedance, and play a filtering role, thereby improving the accuracy of the test on the on-vehicle charger 100. Then, the PE line 250 is arranged following the layout of the off-vehicle charging line 220, which can simulate the coupling state of the PE line 250 and the off-vehicle charging line 220 during the vehicle test, and reduce the difference between the test results of the on-vehicle charger 100 in component tests and vehicle tests.

[0054] The AC line impedance stabilization network 320 can refer to an artificial network. Based on filter theory, when the spectral components of the interference are different from the frequency band of the useful signal, the filter can be used to filter out the useless signal.

[0055] The AC power supply 310 can refer to a power supply device that generates and provides AC electrical energy, and is used to charge the on-vehicle charger 100.

[0056] The PE line 250 (Protective Earthing) can refer to the grounding wire between the AC line impedance stabilization network 320 and the metal plate. In order to distinguish it from other grounding wires, the PE line 250 is specifically used to refer to the grounding wire between the AC line impedance stabilization network 320 and the metal plate.

[0057] In some embodiments, the system further includes a load component 400. The load component 400 is electrically connected to the on-vehicle charger 100 and is grounded to the metal plate 270.

[0058] Among them, the load component 400 includes a low-voltage load 410, a low-voltage battery 450, and a high-voltage load 430.

[0059] The low-voltage load 410 can refer to an electrical device or component designed to operate at a relatively low voltage level. The voltage level is usually below several hundred volts. For example, the control system, lighting system, infotainment system, communication system, etc. of an automobile.

[0060] Optionally, the low-voltage load 410 is connected to the on-vehicle charger 100 through a low-voltage control line. In order to reduce the interference of the low-voltage control line, a first low-voltage line impedance stabilization network 420 can also be included, which is provided between the low-voltage load 410 and the on-vehicle charger 100 and is used to filter the signals of the low-voltage control line.

[0061] The high-voltage load 430 can refer to an electrical device or system designed to operate at a relatively high voltage level. The voltage level may range from several thousand volts to dozens of kilovolts. For example, a motor, a battery pack, or a high-voltage distribution box, etc.

[0062] Optionally, the high-voltage load 430 is connected to the on-vehicle charger 100 through a high-voltage control line. To reduce the interference of the high-voltage control line, a high-voltage line impedance stabilization network 440 can also be included, which is arranged between the high-voltage load 430 and the on-vehicle charger 100 and is used to filter the signals of the high-voltage control line.

[0063] The low-voltage battery 450 can refer to a battery with a relatively low voltage level, which is usually used in portable devices, automobiles, electronic devices, etc. The voltage level is generally between a few volts and dozens of volts. For example, lead-acid batteries (12V), lithium-ion batteries (3.7V, 7.4V, etc.).

[0064] Optionally, the low-voltage battery 450 is connected to the on-vehicle charger 100 through a low-voltage control line. To reduce the interference of the low-voltage control line, a second low-voltage line impedance stabilization network 460 can also be included, which is arranged between the low-voltage battery 450 and the on-vehicle charger 100 and is used to filter the signals of the low-voltage control line.

[0065] Among them, the first low-voltage line impedance stabilization network 420 and the second low-voltage line impedance stabilization network 460 can be the same network or different networks.

[0066] In some embodiments, the system further includes a host computer device 260, which is connected to the on-vehicle charger 100 and is used to monitor the status and debug the parameters of the on-vehicle charger 100.

[0067] Among them, the host computer device 260 can refer to a device installed and running with host computer software.

[0068] The host computer device 260 can be used to debug the on-vehicle charger 100 before the test starts. Specifically, the voltage and current of the on-vehicle charger 100 are adjusted through the AC component 300, and then it is determined whether the on-vehicle charger 100 is working properly through the host computer device 260. For example, when the power supply voltage is between 220 - 430, three points similar to 220 / 380 / 430 are selected to debug the prototype. If the prototype can continuously and stably charge, the test starts.

[0069] The host computer device 260 can also monitor the status of the on-vehicle charger 100 during the test. For example, voltage, current signals, communication, temperature, load status, etc.

[0070] The host computer device 260 can be connected to the on-vehicle charger 100 through CAN (Controller Area Network) or LIN (Local Interconnect Network).

[0071] Optionally, the signal line between the host device 260 and the on-vehicle charger 100 can be electrically isolated through an optoelectronic signal converter to prevent signal interference. For example, the host device 260 is arranged outside the test environment 600, and a third optoelectronic signal converter is arranged outside the test environment 600 to convert the electrical signal of the signal line into an optical signal and transmit it into the test environment 600, and then the optical signal is converted into an electrical signal through a fourth optoelectronic signal converter arranged in the test environment 600 and then connected to the on-vehicle charger 100.

[0072] In the test system of the on-vehicle charger provided by the embodiment of the present application, the AC component 300 and the on-vehicle charger 100 are connected through the off-vehicle charging line 220. The off-vehicle charging line 220 is used to simulate the charging line during the whole vehicle test. Then, the length of the off-vehicle charging line 220 is adjusted according to the length of the charging line, and it is arranged on the insulating layer 230 in the preset area of the metal table 210 in a Z-shaped direction, so as to reduce the difference between the on-vehicle charger 100 during component test and whole vehicle test. Then, the PE line 250 is arranged on the insulating layer 230 in the preset area along the Z-shaped direction of the off-vehicle charging line 220 to simulate the coupling state of the PE line 250 and the off-vehicle charging line 220 during the whole vehicle test, and improve the accuracy of the test.

[0073] Figure 2 It is a schematic structural diagram of another test system of the on-vehicle charger provided by the embodiment of the present application. Figure 2 In Figure 1 On this basis, it further includes:

[0074] A control signal simulator 510, which is connected to the control interface of the on-vehicle charger 100 and is used to control the current input to the on-vehicle charger 100;

[0075] The control signal simulator 510 is arranged outside the metal table 210.

[0076] In this embodiment, the control signal simulator 510 is used to simulate the connection between the charging gun and the charger in the vehicle during the whole vehicle test. Compared with the existing test method of directly outputting the charging control signal through the host device 260, the CP (Clock Pulse) signal guiding process is added, and the difference between the test results of the on-vehicle charger 100 in component test and whole vehicle test is reduced.

[0077] In order to reduce the interference of the control signal simulator 510 on the test environment 600, the control signal simulator 510 can be arranged outside the test environment 600.

[0078] Optionally, the control signal simulator 510 can include a CC signal simulator and a CP signal simulator.

[0079] Among them, the CC (Charging Connection Check) signal simulator can refer to a device that simulates the charging connection confirmation signal. During the charging process of the in-vehicle charger, the CC signal is used to confirm whether the charging interface 240 is correctly connected and to identify the type and direction of the charging cable. Specifically, it is possible to determine whether the charging interface 240 is correctly connected by detecting the voltage of the CC signal simulator.

[0080] When the CC signal is valid, the CP signal in the CP signal simulator is then regulated. Specifically, relevant information such as the rising edge, duty cycle, and amplitude of the CP signal can be regulated. Among them, the rising edge can be set to 2us, 5us, 7us, and 10us in sequence to measure the corresponding measurement results of the in-vehicle charger 100 under different rising edges, thereby providing a data basis for the debugging of the in-vehicle charger 100. The duty cycle can be 0 to 100%, and the amplitude can be ±12V.

[0081] In some embodiments, the system further includes: a first optoelectronic signal converter 520 and a second optoelectronic signal converter 530;

[0082] The control signal simulator 510 is input-connected to the first optoelectronic signal converter 520, and the first optoelectronic signal converter 520 is used to convert the electrical signal output by the control signal simulator 510 into an optical signal;

[0083] The output of the first optoelectronic signal converter 520 is connected to the input of the second optoelectronic signal converter 530, and the output of the second optoelectronic signal converter 530 is connected to the control interface of the in-vehicle charger 100. The second optoelectronic signal converter 530 is used to convert the optical signal into an electrical signal and input it to the control interface.

[0084] In this embodiment, through the first optoelectronic converter 520 and the second optoelectronic converter 530, the signal of the control signal simulator 510 outside the test environment 600 is transmitted to the test environment 600 in an electrically isolated manner, reducing the interference of the electromagnetic emission of the electrical signal on the test environment 600.

[0085] In some embodiments, the length of the control wire harness 540 between the second optoelectronic signal converter 530 and the control interface of the in-vehicle charger 100 is greater than a preset length, and the control wire harness 540 is arranged on the insulating layer 230 in the preset area following the Z-shaped trend of the off-vehicle charging cable 220.

[0086] In this embodiment, since the off-vehicle charging cable 220 and the control cable are in the same area during the vehicle-level test and there is coupling between them, the control cable harness 540 is arranged in a Z-shaped manner following the off-vehicle charging cable 220 on the insulating layer 230 in the preset area during the component test of the on-vehicle charger 100, so as to reduce the difference between the component test result and the vehicle-level test result of the on-vehicle charger 100.

[0087] Optionally, the charging interface 240 and the control interface can be arranged on the same socket, so as to simulate the state where both the charging interface 240 and the control interface are at the vehicle's charging port during the vehicle-level test, gather the off-vehicle charging cable 220 and the control cable harness 540 together, and reduce the difference between the component test result and the vehicle-level test result of the on-vehicle charger 100.

[0088] Furthermore, the PE line 250 can also be grounded to the metal plate through the ground wire interface on the socket, simulating the state where the charging interface 240, the control interface, and the ground wire interface are all at the vehicle's charging port during the vehicle-level test, so that the off-vehicle charging cable 220, the control cable harness 540, and the PE line 250 are all gathered together through the socket, reducing the difference between the component test result and the vehicle-level test result of the on-vehicle charger 100.

[0089] Another test system for an on-vehicle charger provided by an embodiment of the present application, based on the metal table 210, the metal plate, the AC component 300, and the off-vehicle charging cable 220, adds a control signal simulator 510 connected to the control interface of the on-vehicle charger 100 to control the current input to the on-vehicle charger 100 and simulate the connection between the charging gun and the charger in the vehicle during the vehicle-level test. Compared with the existing test method of directly outputting charging control signals through the host computer device 260, the CP signal guiding process is added, and the difference between the component test result and the vehicle-level test result of the on-vehicle charger 100 is reduced.

[0090] Those skilled in the art will readily conceive of other implementations of the present application after considering the specification and practicing the utility model disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include the well-known common general knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present application are pointed out by the following claims.

[0091] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A vehicle charger test system, characterized in that: include: Metal stand, AC components and off-board charging cable, including: When testing the on-board charger, the on-board charger is placed on the metal platform, and an insulating layer is provided between the on-board charger and the metal platform; The AC component is connected to the charging interface of the on-board charger through the off-vehicle charging line, and the AC component is grounded to the metal platform; The length of the off-vehicle charging cable is greater than a preset length, and is arranged in a Z-shaped manner on the insulating layer within a preset area of ​​the metal platform.

2. The system according to claim 1, characterized in that The AC component includes: an AC power source and an AC line impedance stabilization network; The AC line impedance stabilization network is grounded to the metal platform via a PE line, the length of the PE line is greater than the preset length, and the PE line is arranged on the insulation layer within the preset area following the Z-shaped direction of the off-vehicle charging line.

3. The system according to claim 2, characterized in that The system further comprises: A control signal simulator, the control signal simulator is connected to the control interface of the on-board charger and is used to control the current input to the on-board charger; The control signal simulator is disposed outside the metal stage.

4. The system according to claim 3, characterized in that The system further comprises: a first photoelectric signal converter and a second photoelectric signal converter; The control signal simulator is connected to the input of the first photoelectric signal converter, and the first photoelectric signal converter is used to convert the electrical signal output by the control signal simulator into an optical signal; The output of the first photoelectric signal converter is connected to the input of the second photoelectric signal converter, the output of the second photoelectric signal converter is connected to the control interface of the on-board charger, and the second photoelectric signal converter is used to convert the optical signal into an electrical signal and input it into the control interface.

5. The system according to claim 4, characterized in that The length of the control harness between the second photoelectric signal converter and the control interface of the on-board charger is greater than the preset length, and the control harness follows the Z-shaped direction of the off-vehicle charging line and is arranged on the insulating layer within the preset area.

6. The system according to any one of claims 3 to 5, characterized in that: The control signal simulator includes a CC signal simulator and a CP signal simulator.

7. The system according to claim 3, characterized in that The charging interface and the control interface are arranged on the same socket.

8. The system according to claim 7, characterized in that The PE wire is grounded to the metal platform through a ground wire interface on the socket.

9. The system according to any one of claims 1 to 5, characterized in that: The system further comprises a load component, which is electrically connected to the on-board charger and grounded to the metal platform, and comprises a low-voltage load, a low-voltage battery and a high-voltage load.

10. The system according to any one of claims 1 to 5, characterized in that: The system also includes a host computer device, which is connected to the on-board charger and is used to perform status monitoring and parameter debugging on the on-board charger.

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