Test system of vehicle-mounted charger

Abstract

The utility model provides a test system of a vehicle-mounted charger. According to the method, a metal table, an alternating current assembly, a metal plate and an outside-vehicle charging wire are included; wherein the metal plate is arranged above the metal table, and a first insulating layer is arranged between the metal plate and the metal table; when the vehicle-mounted charger is tested, the vehicle-mounted charger is placed on the second insulating layer above the metal plate, 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 and the metal plate in a grounding mode. The stray capacitance between the metal plate and the metal table meets a preset stray capacitance requirement, and the stray capacitance requirement is determined according to the stray capacitance between the vehicle body and the ground when the whole vehicle is tested. According to the method provided by the invention, the difference of the vehicle-mounted charger in a part test result and a whole vehicle test result 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, affecting the use of other electrical appliances on the power grid.

[0003] 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. Utility Model Content

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

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

[0006] Wherein, the metal plate is arranged above the metal table, and a first insulating layer is arranged between the metal plate and the metal table;

[0007] When testing the on-vehicle charger, the on-vehicle charger is placed on a second insulating layer above the metal plate. The AC component is connected to the charging interface of the on-vehicle charger through the off-vehicle charging cable, and the AC component is respectively grounded to the metal table and the metal plate;

[0008] The parasitic capacitance between the metal plate and the metal table meets the preset parasitic capacitance requirement, and the parasitic capacitance requirement is determined according to the parasitic capacitance between the vehicle body and the ground during vehicle testing.

[0009] Optionally, the system further includes:

[0010] 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;

[0011] The control signal simulator is arranged outside the metal table.

[0012] Optionally, the system further includes: a first optoelectronic signal converter and a second optoelectronic signal converter;

[0013] 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;

[0014] 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.

[0015] Optionally, the control signal simulator includes a CC signal simulator and a CP signal simulator.

[0016] Optionally, the charging interface and the control interface are provided on the same socket.

[0017] Optionally, the AC component includes: an AC power supply and an AC line impedance stabilization network. The AC line impedance stabilization network is grounded to the metal table and the metal plate respectively;

[0018] The AC line impedance stabilization network is connected to the metal plate through a PE line.

[0019] Optionally, the PE line is grounded to the metal plate through the ground wire interface on the socket.

[0020] 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.

[0021] Optionally, the materials of the metal table and the metal plate are copper.

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

[0023] In the test system of the on-vehicle charger provided in this application, by arranging the metal plate above the metal table and providing a first insulating layer between the metal plate and the metal table, a double-layer reference ground is constructed. When the on-vehicle charger is charging, on the one hand, the electromagnetic energy in the AC component can reach the metal table from the AC component through the grounding connection of the AC component and the metal table. The electromagnetic energy of the metal table reaches the metal plate according to the parasitic capacitance between the metal table and the metal plate, and the electromagnetic energy of the metal plate reaches the on-vehicle charger according to the grounding connection between the metal plate and the on-vehicle charger. On the other hand, the electromagnetic energy in the AC component can also reach the metal plate through the grounding connection between the AC component and the metal plate, and then reach the on-vehicle charger through the grounding connection between the metal plate and the on-vehicle charger, realizing the construction of a double-loop of electromagnetic energy and reducing the difference between the test results of the on-vehicle charger in component tests and vehicle tests. Description of the Drawings

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

[0025] Figure 1 It is a schematic structural diagram for vehicle-level testing;

[0026] Figure 2 It is a schematic structural diagram for component testing;

[0027] Figure 3 It is a schematic structural diagram of a test system for an on-vehicle charger provided by an embodiment of the present application;

[0028] Figure 4 It is a schematic structural diagram of another test system for an on-vehicle charger provided by an embodiment of the present application.

[0029] Description of reference numerals:

[0030] 100 - On-vehicle charger; 201 - Vehicle; 202 - Charging port; 203 - Charging station; 204 - Grounding wire; 205 - Ground; 206 - Charging cable; 301 - Metal table; 303 - Metal plate; 304 - Off-vehicle charging cable; 305 - First insulating layer; 306 - Second insulating layer; 307 - Charging interface; 308 - PE wire; 309 - Host computer device; 310 - AC component; 311 - AC power supply; 312 - AC line impedance stabilization network; 320 - Load component; 321 - Low-voltage load; 322 - First low-voltage line impedance stabilization network; 323 - High-voltage load; 324 - High-voltage line impedance stabilization network; 325 - Low-voltage battery; 326 - Second low-voltage line impedance stabilization network; 331 - Control signal simulator; 332 - First optoelectronic signal converter; 333 - Second optoelectronic signal converter; 334 - Control wire harness; 335 - Test environment.

[0031] 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

[0032] 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 merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0033] In order to clearly understand the technical solution of the present application, the solutions of the prior art will be introduced in detail first.

[0034] In current new energy vehicles, the electromagnetic interference problem of electric vehicles has attracted increasing attention. During the charging process, in-vehicle chargers generate electromagnetic radiation, which, in a conductive manner, injects electromagnetic interference back into the power grid and affects the use of other electrical appliances on the grid.

[0035] In the prior art, after component tests of the charger, it is assembled on the vehicle for a complete vehicle test. However, there is a problem that the test results of components and the complete vehicle are inconsistent.

[0036] Specifically, Figure 1 For the structural schematic of the complete vehicle test, as Figure 1 shown, during the complete vehicle test, the in-vehicle charger 100 is installed on the vehicle 201. The in-vehicle charger 100 is connected to the charging port 202 of the vehicle 201. The in-vehicle charger 100 and the charging port 202 are respectively connected to the ground of the vehicle 201 through the grounding wire 204. The charging station 203 is on the ground 205 outside the vehicle 201. The charging station 203 is connected to the charging port 202 through the charging wire 206 and the grounding wire 204. The charging station 203 is connected to the ground 205 for grounding. The vehicle 201 is placed on the ground 205 with its tires insulated, and there is a parasitic capacitance between the vehicle 201 and the ground 205.

[0037] The inventor found in the research that when the in-vehicle charger 100 is charging, the electromagnetic energy generated by the in-vehicle charger 100 has two loops. The first loop is: the electromagnetic energy generated by the in-vehicle charger 100 reaches the charging station 203 through the charging wire 206, then reaches the charging port 202 through the grounding wire 204 of the charging station 203 and the charging port 202, then reaches the vehicle 201 through the grounding wire 204 between the charging port 202 and the vehicle 201, and finally reaches the in-vehicle charger 100 through the grounding wire 204 between the vehicle 201 and the in-vehicle charger 100. The second loop is that the electromagnetic energy generated by the in-vehicle charger 100 reaches the charging station 203 through the charging wire 206, reaches the ground 205 through the grounding wire 204 of the charging station 203 and the ground 205, then reaches the vehicle 201 through the parasitic capacitance between the ground 205 and the vehicle 201, and finally reaches the in-vehicle charger 100 through the grounding wire 204 between the vehicle 201 and the in-vehicle charger 100.

[0038] Figure 2 For the structural schematic of the component test, as Figure 2 shown, the in-vehicle charger 100 and the AC component 310 are placed on the metal table 301 and are respectively connected to the metal table 301 through the grounding wire 204. The in-vehicle charger 100 is connected to the AC component 310 through the charging wire 206.

[0039] During the research, the inventor found that when the on-vehicle charger 100 is charging, the electromagnetic energy generated by the on-vehicle charger 100 reaches the AC component 310 through the AC line, then reaches the metal table 301 through the ground wire 204 of the AC component 310 and the metal table 301, and then reaches the on-vehicle charger 100 through the ground wire 204 of the metal table 301 and the on-vehicle charger 100.

[0040] Therefore, according to the above analysis, the reason for the inconsistent results of the vehicle-level test and the component test is that the electromagnetic energy circuits are different, resulting in different test values of electromagnetic energy. The inventor adopted the method of adding a metal plate on the metal table during the component test of the on-vehicle charger, and setting an insulating layer between the metal plate and the metal table to simulate the state of the vehicle and the ground. Then, the on-vehicle charger is placed on the second insulating layer above the metal plate, the AC component is connected to the charging interface of the on-vehicle charger through the off-vehicle charging line, and the AC component is grounded to the metal table and the metal plate respectively, so as to reduce the difference between the component test results and the vehicle-level test results of the on-vehicle charger.

[0041] 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 combination with specific embodiments. These specific embodiments below 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 combination with the drawings.

[0042] Figure 3 The structure diagram of a test system for an on-vehicle charger provided by an embodiment of the present application is as Figure 3 shown. The system includes: a metal table 301, a metal plate 303, an AC component 310, and an off-vehicle charging line 304;

[0043] Among them, the metal plate 303 is arranged above the metal table 301, and a first insulating layer 305 is arranged between the metal plate 303 and the metal table 301;

[0044] When testing the on-vehicle charger 100, the on-vehicle charger 100 is placed on the second insulating layer 306 above the metal plate 303. The AC component 310 is connected to the charging interface 307 of the on-vehicle charger 100 through the off-vehicle charging line 304, and the AC component 310 is grounded to the metal table 301 and the metal plate 303 respectively;

[0045] The parasitic capacitance between the metal plate 303 and the metal table 301 meets the preset parasitic capacitance requirement, and the parasitic capacitance requirement is determined according to the parasitic capacitance between the vehicle body and the ground 205 during the vehicle-level test.

[0046] In this embodiment, when the on-vehicle charger 100 is charging, the on-vehicle charger 100 generates electromagnetic energy that reaches the AC component 310. On the one hand, the electromagnetic energy in the AC component 310 can reach the metal platform 301 from the AC component 310 through the grounding connection between the AC component 310 and the metal platform 301. The electromagnetic energy of the metal platform 301 reaches the metal plate 303 from the metal platform 301 according to the parasitic capacitance between the metal platform 301 and the metal plate 303, and the electromagnetic energy of the metal plate 303 reaches the on-vehicle charger according to the grounding connection between the metal plate 303 and the on-vehicle charger 100. On the other hand, the electromagnetic energy in the AC component 310 can also reach the metal plate 303 through the grounding connection between the AC component 310 and the metal plate 303, and then reach the on-vehicle charger 100 through the grounding connection between the metal plate 303 and the on-vehicle charger 100, realizing the construction of a double-loop for electromagnetic energy and reducing the difference between the component test results and the vehicle test results of the on-vehicle charger 100.

[0047] Among them, the materials of the metal platform 301 and the metal plate 303 can include at least one of materials such as copper, aluminum, silver, gold, nickel, iron, platinum, tin, and lead.

[0048] The upper surface of the metal platform 301 can be a flat surface for stably placing the AC component 310, the metal plate 303, and other components required for testing.

[0049] The metal plate 303 can be a flat plate structure, and the shape of the metal plate 303 can be circular, square, rectangular, or polygonal, etc. The present application does not limit this.

[0050] The first insulating layer 305 and the second insulating layer 306 can be materials with a dielectric constant less than or equal to the dielectric constant threshold, and the dielectric constant threshold can be 1.4. The first insulating layer 305 and the second insulating layer 306 can include any one of materials such as silicone rubber, fluororubber, polytetrafluoroethylene, polyethylene, polypropylene, polystyrene, polyimide, glass, and silicon.

[0051] The shape of the first insulating layer 305 can be the same as or larger than the area of the metal plate 303 so that the first insulating layer 305 can cover the metal plate 303.

[0052] The shape of the second insulating layer 306 can be a regular shape or an irregular shape, as long as the second insulating layer 306 can insulate the on-vehicle charger 100 placed above the metal plate 303 and other components required for testing. The present application does not limit this.

[0053] The on-vehicle charger 100 can refer to a device installed on the vehicle 201 for charging the battery of the vehicle 201, and the vehicle 201 can be a new energy vehicle.

[0054] The AC component 310 may refer to a device that provides alternating current to the on-vehicle charger 100.

[0055] The off-vehicle charging cable 304 may refer to the wire harness between the charging interface 307 and the AC component 310. The off-vehicle charging cable 304 is used to restore the charging cable 206 of the charging gun and the vehicle charging port 202 during the vehicle whole test. The off-vehicle charging cable 304 may be the same wire harness as the charging cable 206 or a different wire harness.

[0056] The charging interface 307 may refer to an interface for inputting alternating current into the on-vehicle charger 100.

[0057] The ground connection 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.

[0058] The parasitic capacitance may refer to the capacitance formed in a circuit due to the mutual proximity of electronic components or the natural structure of the circuit layout. It is caused by the electric field coupling effect. When there is a voltage difference between two conductors, a capacitance will be formed between them.

[0059] The calculation method of the parasitic capacitance may be C = ε r ·S / D, where C is the parasitic capacitance, ε r is the dielectric constant of the first insulating layer, S is the area of the metal plate, and D is the height between the metal plate and the metal platform.

[0060] The parasitic capacitance requirement may refer to the range of the parasitic capacitance determined according to the parasitic capacitance between the vehicle 201 and the ground 205 during the vehicle whole test. For example, during the vehicle whole test, if the measured parasitic capacitance between the vehicle body and the ground 205 is X, then the parasitic capacitance requirement can be determined as X ± 10%, and the 10% can be adjusted according to the actual situation. This is only an example here.

[0061] In some embodiments, the AC component 310 may include an AC power supply 311 and an AC line impedance stabilization network 312; the AC line impedance stabilization network 312 is respectively grounded to the metal platform 301 and the metal plate 303; the AC line impedance stabilization network 312 is grounded to the metal plate 303 through the PE line 308.

[0062] In this embodiment, an AC line impedance stabilization network 312 is provided between the AC power supply 311 and the on-vehicle charger 100, which is used to isolate the radio wave interference in the AC line between the AC power supply 311 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.

[0063] The AC line impedance stabilization network 312 may refer to an artificial network. Based on filter theory, when the spectral components of interference are different from the frequency band of the useful signal, the filter can be used to filter out the useless signal.

[0064] The AC power supply 311 may refer to a power supply device that generates and provides AC electrical energy and is used to charge the on-vehicle charger 100.

[0065] The PE line (Protective Earthing) 308 may refer to the safety ground wire 204 between the AC line impedance stabilization network 312 and the metal plate 303. In order to distinguish it from other ground wires, the PE line is specifically used to refer to the ground wire between the AC line impedance stabilization network and the metal plate.

[0066] In some embodiments, the system further includes a load component 320. The load component 320 is electrically connected to the on-vehicle charger 100 and is grounded to the metal plate 303.

[0067] In this embodiment, after adding the metal plate 303, the load component 320 is grounded to the metal plate 303, which is equivalent to the load component being grounded to the vehicle in the vehicle test, further reducing the difference between the test results of the on-vehicle charger 100 in component tests and vehicle tests.

[0068] Among them, the load component 320 includes a low-voltage load 321, a low-voltage battery 325, and a high-voltage load 323.

[0069] The low-voltage load 321 may refer to electrical equipment or components 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 the vehicle.

[0070] Optionally, the low-voltage load 321 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 322 may also be included, which is arranged between the low-voltage load 321 and the on-vehicle charger 100 and is used to filter the signals of the low-voltage control line.

[0071] The high-voltage load 323 may refer to electrical equipment or systems designed to operate at a relatively high voltage level. The voltage level may range from several thousand volts to dozens of kilovolts. For example, motors, battery packs, or high-voltage distribution boxes, etc.

[0072] Optionally, the high-voltage load 323 is connected to the on-vehicle charger 100 through a high-voltage control line. In order to reduce the interference of the high-voltage control line, a high-voltage line impedance stabilization network 324 may also be included, which is arranged between the high-voltage load 323 and the on-vehicle charger 100 and is used to filter the signals of the high-voltage control line.

[0073] The low-voltage battery 325 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.).

[0074] Optionally, the low-voltage battery 325 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 second low-voltage line impedance stabilization network 326 can also be included, which is arranged between the low-voltage battery 325 and the on-vehicle charger 100 and is used to filter the signals of the low-voltage control line.

[0075] Among them, the first low-voltage line impedance stabilization network 322 and the second low-voltage line impedance stabilization network 326 can be the same network or different networks.

[0076] In some embodiments, the system further includes a host computer device 309, 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.

[0077] Among them, the host computer device 309 can refer to a device installed and running with host computer software.

[0078] The host computer device 309 can be used to debug the on-vehicle charger 100 before the test starts. Specifically, the voltage and current passing through the on-vehicle charger 100 are adjusted through the AC component 310, and then it is determined whether the on-vehicle charger 100 is working properly through the host computer device 309. For example, when the supply voltage is between 220 - 430, three points such as 220 / 380 / 430 are selected to debug the prototype. If the prototype can continuously and stably charge, the test starts.

[0079] The host computer device 309 can monitor the status of the on-vehicle charger 100 during the test. For example, voltage, current signals, communication, temperature, load status, etc.

[0080] The host computer device 309 can be connected to the on-vehicle charger 100 through CAN (Controller Area Network) or LIN (Local Interconnect Network).

[0081] Optionally, the signal line between the host device 309 and the on-vehicle charger 100 can be electrically isolated through an optoelectronic signal converter to prevent signal interference. For example, the host device 309 is arranged outside the test environment 335, and a third optoelectronic signal converter is arranged outside the test environment 335 to convert the electrical signal of the signal line into an optical signal and transmit it into the test environment 335, and then the optical signal is converted into an electrical signal through the fourth optoelectronic signal converter arranged in the test environment 335 and then connected to the on-vehicle charger 100.

[0082] In the test system of the on-vehicle charger provided by the embodiment of the present application, by arranging the metal plate 303 above the metal table 301 and providing a first insulating layer 305 between the metal plate 303 and the metal table 301 for constructing a double-layer reference ground. When the on-vehicle charger 100 is charging, on the one hand, the electromagnetic energy in the AC component 310 can reach the metal table 301 from the AC component 310 through the grounding connection between the AC component 310 and the metal table 301. The electromagnetic energy of the metal table 301 reaches the metal plate 303 from the metal table 301 according to the parasitic capacitance between the metal table 301 and the metal plate 303, and the electromagnetic energy of the metal plate 303 reaches the on-vehicle charger 100 according to the grounding connection between the metal plate 303 and the on-vehicle charger 100. On the other hand, the electromagnetic energy in the AC component 310 can also reach the metal plate 303 through the grounding connection between the AC component 310 and the metal plate 303, and then reach the on-vehicle charger 100 through the grounding connection between the metal plate 303 and the on-vehicle charger 100, realizing the construction of a double-loop of electromagnetic energy and reducing the difference between the component test results and the vehicle test results of the on-vehicle charger 100.

[0083] Figure 4 It is a schematic structural diagram of another test system of the on-vehicle charger provided by the embodiment of the present application. Figure 4 On the Figure 3 basis, it further includes:

[0084] A control signal simulator 331, 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.

[0085] The control signal simulator 331 is arranged outside the metal table 301.

[0086] In this embodiment, the control signal simulator 331 is used to simulate the connection between the charging gun and the charger in the vehicle 201 during vehicle testing. Compared with the existing test method of directly outputting the charging control signal through the host device 309, it adds a CP (Clock Pulse) signal guiding process and reduces the difference between the component test results and the vehicle test results of the on-vehicle charger 100.

[0087] In order to reduce the interference of the control signal simulator 331 on the test environment 335, the control signal simulator 331 can be arranged outside the test environment 335.

[0088] Optionally, the control signal simulator 331 may include a CC signal simulator and a CP signal simulator.

[0089] Among them, the CC (Charging Connection Check) signal simulator may 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 307 is correctly connected and to identify the type and direction of the charging cable. Specifically, it can be determined whether the charging interface 307 is correctly connected by detecting the voltage of the CC signal simulator.

[0090] 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.

[0091] In some embodiments, the system further includes: a first optoelectronic signal converter 332 and a second optoelectronic signal converter 333;

[0092] The control signal simulator 331 is input-connected to the first optoelectronic signal converter 332, and the first optoelectronic signal converter 332 is used to convert the electrical signal output by the control signal simulator 331 into an optical signal;

[0093] The output of the first optoelectronic signal converter 332 is connected to the input of the second optoelectronic signal converter 333, and the output of the second optoelectronic signal converter 333 is connected to the control interface of the in-vehicle charger 100. The second optoelectronic signal converter 333 is used to convert the optical signal into an electrical signal and input it to the control interface.

[0094] In this embodiment, through the first optoelectronic converter and the second optoelectronic converter, the signal of the control signal simulator 331 outside the test environment 335 is transmitted to the test environment 335 in an electrically isolated manner, reducing the interference of the electromagnetic emission of the electrical signal on the test environment 335.

[0095] Optionally, the charging interface 307 can be arranged on the same socket as the control interface, so as to simulate the state where both the charging interface 307 and the control interface are at the charging port 202 of the vehicle 201 during the whole vehicle test, gather the off-vehicle charging cable 304 and the control wire harness 334 together, and reduce the difference between the component test result and the whole vehicle test result of the on-vehicle charger 100.

[0096] Furthermore, the PE line 308 can also be grounded to the metal plate through the ground wire interface on the socket, simulating the state where the charging interface 307, the control interface, and the ground wire interface are all at the charging port 202 of the vehicle 201 during the whole vehicle test, so that the off-vehicle charging cable 304, the control wire harness 334, and the PE line 308 are all gathered together through the socket, and the difference between the component test result and the whole vehicle test result of the on-vehicle charger 100 is reduced.

[0097] Another test system for an on-vehicle charger provided by an embodiment of the present application, based on the metal table 301, the metal plate 303, the AC component 310, and the off-vehicle charging cable 304, adds a control signal simulator 331 connected to the control interface of the on-vehicle charger 100, which is used 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 201 during the whole vehicle test. Compared with the test method of directly outputting a charging control signal by the host computer device 309 in the prior art, the CP signal guiding process is added, and the difference between the component test result and the whole vehicle test result of the on-vehicle charger 100 is reduced.

[0098] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and the practice of 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 common general knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and the embodiments are only regarded as exemplary, and the true scope and spirit of the present application are pointed out by the following claims.

[0099] 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 table, AC components, metal plates, and off-board charging cables; Wherein, the metal plate is arranged above the metal stage, and a first insulating layer is arranged between the metal plate and the metal stage; When testing the on-board charger, the on-board charger is placed on the second insulating layer above the metal plate, 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 and the metal plate respectively; The parasitic capacitance between the metal plate and the metal platform meets a preset parasitic capacitance requirement, and the parasitic capacitance requirement is determined according to the parasitic capacitance between the vehicle body and the ground during the whole vehicle test.

2. The system according to claim 1, 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.

3. The system according to claim 2, 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.

4. The system according to claim 3, characterized in that The control signal simulator includes a CC signal simulator and a CP signal simulator.

5. The system according to any one of claims 2 to 4, characterized in that: The charging interface and the control interface are arranged on the same socket.

6. The system according to claim 5, characterized in that The AC component comprises: an AC power source and an AC line impedance stabilization network, wherein the AC line impedance stabilization network is grounded to the metal platform and the metal plate respectively; The AC line impedance stabilization network is connected to the metal plate via a PE line.

7. The system according to claim 6, characterized in that The PE wire is grounded to the metal plate through a ground wire interface on the socket.

8. The system according to any one of claims 1 to 4, characterized in that: The system further comprises a load assembly, wherein the load assembly is electrically connected to the on-board charger and is grounded to the metal platform, and the load assembly comprises a low-voltage load, a low-voltage battery and a high-voltage load.

9. The system according to any one of claims 1 to 4, characterized in that: The metal stage and the metal plate are made of copper.

10. The system according to any one of claims 1 to 4, characterized in that: The system also includes a host computer device, which is connected to the on-board charger via CAN and is used for status monitoring and parameter debugging of the on-board charger.

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