High-voltage relay on-load cut-off capability testing device and hardware-in-loop testing system

Abstract

The utility model provides a high-voltage relay on-load cut-off capability testing device and a hardware-in-loop testing system, which relate to the technical field of on-load cut-off capability testing of high-voltage relays and comprise a simulation high-voltage source, a high-voltage relay, a battery management unit, an adjustable load structure and a preset whole vehicle load. The simulation high-voltage source, the high-voltage relay and the preset whole vehicle load form a loop; the adjustable load structure is connected in parallel to two ends of the high-voltage relay; wherein the simulation high-voltage source simulates a whole vehicle battery pack, and the adjustable load structure is used for simulating the whole vehicle load condition under each preset working condition; the adjustable load structure is used for providing at least one current load under the control of the upper computer; the battery management unit is used for controlling the high-voltage relay to be connected into the loop or disconnected from the loop under the action of each current load so as to test the on-load cutoff capability of the high-voltage relay; the technical problem that in the prior art, the on-load cutting-off capacity of a high-voltage relay cannot be tested is solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of high -voltage relay's load cut -off ability test, especially to a kind of high -voltage relay load cut -off ability testing device and hardware-in-the-loop test system. BACKGROUND

[0002] At present, new energy vehicle battery is developing, its endurance mileage is increasing, and the voltage and total current of battery work are also increasing, some battery packs work voltage reaches 800V or even 1000V or more, and many high-voltage and high-current conditions are easy to cause high-voltage relay damage, the most main phenomenon is that the relay sticks, that is, the fixed contact and movable contact of the relay are fused, welded together or virtually connected together, so that the high-voltage power loop cannot be disconnected. If the new energy vehicle high-voltage power loop is stuck, the battery power will be reduced infinitely during discharging, and over-discharging will cause the battery life to be shortened, and even cause battery short circuit or fire hazard. When the battery is charged, the high-voltage power loop cannot be disconnected, and the battery will be overcharged, which will cause the battery to overheat, and the battery capacity will also be damaged due to overcharging, which will also affect the battery life and safety.

[0003] And the current hardware-in-the-loop test system (Hardware-in-the-Loop, HIL) has a simulation test of battery and current, and the environment is a low-voltage test environment, which cannot realize the load cut-off ability test of high-voltage relay. UTILITY MODEL CONTENTS

[0004] The utility model aims to provide a kind of high -voltage relay load cut -off ability testing device and hardware-in-the-loop test system, to alleviate the technical problem that high -voltage relay's load cut -off ability test cannot be realized in prior art.

[0005] In the first aspect, the utility model embodiment provides a kind of high -voltage relay load cut -off ability testing device, comprising: simulation high -voltage source, high -voltage relay, battery management unit, adjustable load structure and preset whole car load;

[0006] The simulation high -voltage source, the high -voltage relay and the preset whole car load constitute loop;The adjustable load structure is connected in parallel to the two ends of the high -voltage relay;Wherein, the simulation high -voltage source simulates whole car battery pack, and the adjustable load structure is used to simulate the whole car load condition under each preset working condition;

[0007] The adjustable load structure is used to provide at least one current load under the control of host computer;

[0008] The battery management unit controls the high -voltage relay to access the loop or disconnect from the loop under each current load, to test the load cut-off ability of the high -voltage relay.

[0009] With reference to the first aspect, in a first possible implementation manner of the first aspect, the high-voltage relay is one, and the high-voltage relay is a main positive relay, a main negative relay, or a pre-charging relay.

[0010] With reference to the first aspect, in a second possible implementation manner of the first aspect, the high-voltage relay is three, and the high-voltage relay includes a main positive relay, a main negative relay, and a pre-charging relay.

[0011] One end of the simulation high-voltage source is connected to one end of the main positive relay and one end of the pre-charging relay, the other end of the pre-charging relay and the other end of the main positive relay are connected to one end of the preset whole vehicle load, the other end of the preset whole vehicle load is connected to one end of the main negative relay, and the other end of the main negative relay is connected to the other end of the simulation high-voltage source.

[0012] With reference to the first aspect, in a third possible implementation manner of the first aspect, in a case where the relay to be tested is a main positive relay, the main positive relay is connected in parallel with the adjustable load structure, and the battery management unit controls the main negative relay and the pre-charging relay to be connected to the loop for power-on or disconnected from the loop for power-off in a corresponding time sequence under a preset working condition.

[0013] With reference to the first aspect, in a fourth possible implementation manner of the first aspect, in a case where the relay to be tested is a main negative relay, the main negative relay is connected in parallel with the adjustable load structure, and the battery management unit controls the main positive relay and the pre-charging relay to be connected to the loop for power-on or disconnected from the loop for power-off in a corresponding time sequence under a preset working condition.

[0014] With reference to the first aspect, in a fifth possible implementation manner of the first aspect, in a case where the relay to be tested is a pre-charging relay, the pre-charging relay is connected in parallel with the adjustable load structure, and the battery management unit controls the main positive relay and the main negative relay to be connected to the loop for power-on or disconnected from the loop for power-off in a corresponding time sequence under a preset working condition.

[0015] With reference to the first aspect, in a sixth possible implementation manner of the first aspect, the battery management unit is connected to a coil of the high-voltage relay, controls opening and closing of a contact of the high-voltage relay, and enables the high-voltage relay to be connected to the loop.

[0016] The battery management unit is disconnected from a coil of the high-voltage relay, and controls a contact switch of the high-voltage relay to be disconnected, so that the high-voltage relay is disconnected from the loop.

[0017] With reference to the first aspect, in a seventh possible implementation manner of the first aspect, the adjustable load structure comprises a controllable current source and a current sensor connected in series.

[0018] The controllable current source provides a corresponding current value under the control of the upper computer.

[0019] The current sensor displays the corresponding current value.

[0020] With reference to the first aspect, in an eighth possible implementation manner of the first aspect, the preset vehicle load comprises a vehicle driving motor and a vehicle internal resistance connected in parallel.

[0021] In a second aspect, the utility model provides a hardware-in-the-loop test system, comprising the high-voltage relay load cut-off ability test device.

[0022] The utility model discloses a high-voltage relay load cut-off ability test device and hardware-in-the-loop test system, and the loop is formed by high-voltage relay, preset vehicle load and simulation high pressure source, and the adjustable load structure is connected in parallel to the both ends of high-voltage relay, which can provide the vehicle simulation load under each working condition for high-voltage relay, and on this basis, the battery management unit controls high-voltage relay to access the loop or disconnect from the loop, so that the high-voltage relay load cut-off ability can be tested.

[0023] Other features and advantages of the utility model will be set forth in the following description, and, partially, become obvious from the description, or be understood by implementing the utility model. The purpose and other advantages of the utility model are realized and obtained in the structure specially pointed out in the description and drawings.

[0024] In order to make the above purpose, features and advantages of the utility model more obvious and easy to understand, the following preferred embodiments are taken as an example, and the detailed description is as follows in combination with the attached drawings. BRIEF DESCRIPTION OF DRAWINGS

[0025] In order to more clearly illustrate the specific embodiment of the utility model or the technical scheme in the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiment or the prior art description, and obviously, the drawings in the following description are some embodiments of the utility model, and for those skilled in the art, other drawings can be obtained without creative labor on the basis of these drawings.

[0026] Figure 1 A high-voltage relay load cut-off capability test device structural schematic view provided by the embodiment of the utility model;

[0027] Figure 2 A voltage waveform schematic view of a pre-charging relay load cut-off in a vehicle power-on process provided by the embodiment of the utility model;

[0028] Figure 3 Another high-voltage relay load cut-off capability test device structural schematic view provided by the embodiment of the utility model;

[0029] Figure 4 A voltage waveform schematic view of a main positive relay load cut-off in a vehicle power-off process provided by the embodiment of the utility model;

[0030] Figure 5 Still another high-voltage relay load cut-off capability test device structural schematic view provided by the embodiment of the utility model;

[0031] Figure 6 A voltage waveform schematic view of a main positive relay load cut-off in a vehicle power-off process provided by the embodiment of the utility model. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical scheme and advantages of the embodiment of the utility model clearer, the technical scheme of the utility model will be described clearly and completely below in combination with the drawings. Obviously, the described embodiments are part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the utility model.

[0033] In a new energy automobile battery system, a high-voltage relay is used to control the on-off of a power and charging system high-voltage loop, and good relay design and matching selection can effectively improve the safety performance of the vehicle. The rated working voltage of the products provided by the current several mainstream relay manufacturers is usually DC 12-1000V, and the relay can basically meet the demand of the vehicle voltage. However, the freedom of relay rated working current selection is poor, and the performance difference of different rated current relay products is large. Therefore, different specifications and different working characteristics have a great influence on the function of the vehicle, and the relay selection and matching are particularly important for the safety of the vehicle.

[0034] The automobile battery system high-voltage relay mainly includes a main positive relay, a main negative relay and a pre-charging relay, which is a key component for controlling the on-off of the battery system high-voltage loop and is an important guarantee for the high-voltage safety of the new energy automobile.

[0035] At present, the current and voltage in the low-voltage HIL test bench system of the automobile battery are realized by simulation, the host computer sends the set large current in the system loop to the current sensor by simulation, and there is no real large current in the loop where the actual relay is located; the relay test can only realize the closing and opening test, and in the whole high-voltage power-on and power-off process, the relay load cut-off control level cannot be tested, and the whole loop control is in a low-voltage environment without large current safety hidden trouble.

[0036] Based on this, the high-voltage relay load cut-off capability test device and the hardware-in-the-loop test system provided by the embodiment of the utility model can realize the high-voltage relay load cut-off capability test, and will not affect the low-voltage environment of the whole vehicle in the loop test.

[0037] The embodiment will be described in detail below.

[0038] Figure 1 A high-voltage relay load cut-off capability test schematic diagram is provided for the embodiment of the utility model.

[0039] Referring to Figure 1 The high-voltage relay load cut-off capability test device comprises a simulated high-voltage source, a high-voltage relay, a battery management unit BMU, an adjustable load structure and a preset whole vehicle load.

[0040] The simulated high-voltage source, the high-voltage relay and the preset whole vehicle load constitute a loop; the adjustable load structure is connected in parallel at both ends of the high-voltage relay; wherein the simulated high-voltage source simulates the whole vehicle battery pack, the adjustable load structure is used for simulating the whole vehicle load condition under each preset working condition, and the preset whole vehicle load comprises a whole vehicle driving motor M and a whole vehicle internal resistance connected in parallel.

[0041] The adjustable load structure is used for providing at least one current load under the control of the host computer; the adjustable load structure comprises a controllable current source and a current sensor connected in series, the host computer controls the controllable current source to provide a corresponding current value, and the current sensor displays the current value.

[0042] The battery management unit controls the high-voltage relay to access the loop or disconnect from the loop under the action of each current load, so as to test the load cut-off capability of the high-voltage relay.

[0043] The high-voltage relay comprises a main positive relay, a main negative relay and a pre-charging relay.

[0044] Exemplarily, one end of the simulated high-voltage source is connected with one end of the main positive relay and one end of the pre-charging relay respectively, the other end of the pre-charging relay and the other end of the main positive relay are connected with one end of the preset whole vehicle load respectively, the other end of the preset whole vehicle load is connected with one end of the main negative relay, and the other end of the main negative relay is connected with the other end of the simulated high-voltage source.

[0045] In the preferred embodiment of practical application, a loop is formed by the high-voltage relay, the preset vehicle load and the simulated high-voltage source, and an adjustable load structure is connected in parallel across the high-voltage relay, which can provide the vehicle simulation load for the high-voltage relay under various working conditions. On this basis, the high-voltage relay is connected to or disconnected from the loop through the battery management unit, so as to test the load cut-off capability of the high-voltage relay.

[0046] As an optional embodiment, in the actual application, there is only one high-voltage relay, and in the loop of the high-voltage relay load cut-off capability testing device, only one high-voltage relay is arranged. The battery management unit controls the on-off relationship of the high-voltage relay and the loop, and applies a current load of a corresponding size to the high-voltage relay based on the adjustable load structure, so as to meet the load cut-off capability test of the main positive relay, the main negative relay or the pre-charging relay under the specific working condition of the vehicle.

[0047] Based on the foregoing embodiment in which there are three high-voltage relays, if a high-voltage relay is to be connected, the battery management unit is connected to the coil of the high-voltage relay. At this time, the coil is powered on, and then the contact switch of the high-voltage relay is controlled to be closed, so that the high-voltage relay is connected to the loop.

[0048] If a high-voltage relay is to be disconnected, the battery management unit is disconnected from the coil of the high-voltage relay. At this time, the coil is powered off, and then the contact switch of the high-voltage relay is controlled to be opened, so that the high-voltage relay is disconnected from the loop.

[0049] In some embodiments, as shown in Figure 1 , when the relay to be tested is a pre-charging relay, the adjustable load structure is connected in parallel across points A and B. Under the preset working condition, the battery management unit controls the main positive relay and the main negative relay to be connected to the loop or disconnected from the loop at a corresponding time sequence. It should be noted that in order to ensure the application reliability of the pre-charging relay, a pre-charging resistor is connected in series with the pre-charging relay.

[0050] The high-voltage relay load cut-off capability testing device not only has real current, but also does not damage the HIL test environment, and ensures that the normal power-on timing logic of the battery management system is not affected.

[0051] When the high-voltage loop of the new energy vehicle is closed, the high-voltage relays are controlled according to the power-on timing sequence shown in the following Figure 2 ; as shown in the A line in the following Figure 2 , the pre-charging relay is first closed at the time; the main negative relay is closed at the time of the B line; after the main positive relay is closed at the time of the C line, the voltage in the loop reaches the maximum value, and there is a large current in the loop.Figure 2 The pre-charge relay is disconnected at all times during the D-line operation. The high-voltage relay is energized according to this sequence during the high-voltage power-on process. It can be seen that in the application of vehicle power-on, that is, when the vehicle terminal voltage changes non-linearly, the pre-charge relay can achieve load disconnection.

[0052] In some embodiments, such as Figure 3 As shown, when the relay under test is a main positive relay, the main positive relay operates in the adjustable load structure connected in parallel at points A and B. Under the preset operating conditions, the battery management unit controls the main negative relay and the precharge relay to be powered on or disconnected from the loop at the corresponding timing.

[0053] When the high-voltage relay's contact switch closes, a large current is output from the adjustable load structure's current source and applied to the contact switch, allowing a large current to be connected in parallel to the low-voltage HIL system environment. Simultaneously, a current sensor is connected in series in this high-current loop formed by the current source and the main positive relay's contact switch, allowing it to acquire the actual current magnitude of the main positive relay (the actual current output from the current source). This ensures the main positive relay can achieve load control without introducing large current crosstalk into the low-voltage system environment. Furthermore, by using a host computer to monitor the closing and opening states of the main positive relay during power-up, the current output of current source I can be adjusted, thereby testing the main positive relay's load-bearing and disconnecting capabilities.

[0054] For example, first, the current magnitude of current source I is set. At this time, the main positive relay in the high-current loop is in the open state, so current source I, current sensor, and main positive relay cannot form a loop, and the relay load current is 0A. When the HIL system is powered by high voltage, the BMU sends a command to close the main positive relay, thus forming a high-current loop. The environment of the other low-voltage test systems will not be affected. The current magnitude in the high-current loop can be adjusted in real time by the host computer using the current source. When the HIL system is powered by low voltage, the BMU sends a command to disconnect the main positive relay. At this time, there is a real set current in the main positive relay loop. The disconnection action of the main positive relay is a current-carrying load disconnection. By adjusting the current magnitude of the current source, the HIL system repeatedly operates the closing and opening of the main positive relay to determine the sticking state of the main positive relay, thereby realizing the test of the main positive relay's load-carrying disconnection capability.

[0055] When a new energy vehicle normally disconnects from the high-voltage circuit, the relay operates according to... Figure 4 The power-down sequence controls the state of each high-voltage relay; firstly, Figure 4 The main positive relay is disconnected at the moment indicated by line A in the middle. Figure 4The main negative relay is disconnected again at the time shown by the middle B line; when the main positive relay is disconnected, the voltage in the loop is maximum, and at this time, there is a large current in the loop; in the process of powering off under high voltage, the powering off of the high-voltage relay is controlled according to this timing, and it can be seen that in the application of powering off the whole vehicle, that is, in the case of nonlinear change of the voltage at the end of the whole vehicle, the main positive relay can realize load switching-off.

[0056] In some embodiments, as shown in Figure 5 In the case of the relay to be tested being the main negative relay, the main negative relay works in the adjustable load structure in parallel with the points C and G, and the battery management unit controls the main positive relay and the pre-charging relay to be connected to the loop or disconnected from the loop under the action of the preset working condition.

[0057] Exemplarily, first, the current of the current source I is set, at this time, the main negative relay in the large current loop is in the disconnected state, so the current source I, the current sensor and the main negative relay cannot form a loop, and at this time, the relay load current is 0A. When the high voltage on the HIL system, the BMU instructs the main negative relay to close, at this time, the large current loop is formed, and the rest of the low-voltage test system environment will not be affected, the current size in the large current loop can be adjusted in real time by the host computer to the current source, when the high voltage of the HIL system, the BMU sends a command to disconnect the main negative relay, at this time, there is a real set current in the main negative relay loop, and the main negative relay disconnects the load, by adjusting the current size of the current source, the main negative relay is repeatedly operated to close and disconnect by the HIL system, the sticking state of the main negative relay is judged, and the test of the load switching-off capability of the main negative relay can be realized.

[0058] When the new energy vehicle has an emergency failure, each high-voltage relay is controlled according to Figure 6 the power-off timing of the relay; at Figure 6 The main positive relay and the main negative relay are disconnected at the same time at the time shown by the middle A line, at this time, there is a large current in the loop; in the process of powering off under high voltage, the powering off of the high-voltage relay is controlled according to this timing, and it can be seen that in the application of powering off the whole vehicle, that is, in the case of nonlinear change of the voltage at the end of the whole vehicle, the main positive relay and the main negative relay can realize load switching-off.

[0059] The application realizes the test of the load switching-off capability of the high-voltage relay in the HIL system in a safe and reliable manner by connecting a large current source in parallel with the contact switch of the high-voltage relay, when the relay is stuck, the stuck loop formed will not affect other relays and high-voltage devices in the HIL system. The load switching-off capability of the relay tested by the HIL test bench is realized by adjusting the current size of the large current source, any large current condition of charging and discharging can be simulated, the breakthrough from 0 to 1 in the test of the load switching-off capability of the relay in the HIL test environment is realized, and the expansion of the HIL test function is realized.

[0060] At the same time, the main positive, main negative and pre-charging relay cut-off capability in the high-voltage system can be tested, all high-voltage relays of the whole vehicle can be tested for cut-off capability, and the cut-off capability of the relays can effectively prevent abnormal danger and device damage during the whole vehicle test.

[0061] In some embodiments, the utility model embodiment further provides a hardware-in-the-loop test system, comprising the high-voltage relay cut-off capability testing device under load as described above.

[0062] The hardware-in-the-loop test system realizes the isolation of large current and HIL system by connecting a large current source in parallel in the original HIL test system, does not affect the original HIL system, and does not damage the HIL test environment, and is safe, reliable and non-dangerous.

[0063] The hardware-in-the-loop test system provided by the utility model embodiment has the same technical features as the high-voltage relay cut-off capability testing device under load provided by the above embodiment, so it can also solve the same technical problems and achieve the same technical effects.

[0064] In the description of the utility model embodiment, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, can also be detachable connection, or integrally connected, can be mechanical connection, can also be electrical connection, can be directly connected, can also be indirectly connected through an intermediate medium, and can be the communication between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0065] In the description of the utility model, it should be explained that the orientation or position relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and is not indicative or implied that the device or element indicated must have a specific orientation, be constructed and operated in a specific orientation, therefore, it cannot be understood as a limitation on the utility model. In addition, the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicative or implied relative importance.

[0066] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. The described device embodiments are merely schematic, for example, the division of the units is only a logical function division, and there can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some communication interfaces, devices or units, and can be electrical, mechanical or other forms.

[0067] The units described as separated components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purposes of the embodiments.

[0068] In addition, each functional unit in the various embodiments of the present application can be integrated into one processing unit, or each unit can be physically present alone, or two or more units can be integrated into one unit.

[0069] Finally, it should be noted that: the above-described embodiments are merely specific implementation manners of the present application, for explaining the technical solutions of the present application, rather than limiting the same, the protection scope of the present application is not limited thereto, although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand: any skilled person in the art can modify or easily think of changes to the technical solutions recorded in the foregoing embodiments within the technical range disclosed by the present application, or make equivalent replacement to some technical features; and these modifications, changes or replacements do not make the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and all should be covered in the protection scope of the present application.

Claims

1. A high-voltage relay load-bearing disconnection capability testing device, characterized in that, include: Simulates a high-voltage source, a high-voltage relay, a battery management unit, an adjustable load structure, and a preset vehicle load; The simulated high-voltage source, the high-voltage relay, and the preset vehicle load form a loop; the adjustable load structure is connected in parallel across the two ends of the high-voltage relay; wherein, the simulated high-voltage source simulates the vehicle battery pack, and the adjustable load structure is used to simulate the vehicle load under various preset operating conditions; The adjustable load structure is used to provide at least one current load under the control of the host computer; The battery management unit controls the high-voltage relay to connect to or disconnect from the loop under each current load condition to test the high-voltage relay's load-carrying disconnection capability.

2. The high-voltage relay load-bearing disconnection capability testing device according to claim 1, characterized in that, The high-voltage relay is a single relay, which can be a main positive relay, a main negative relay, or a pre-charge relay.

3. The high-voltage relay load-bearing disconnection capability testing device according to claim 1, characterized in that, There are three high-voltage relays, including a main positive relay, a main negative relay, and a pre-charge relay; One end of the simulated high-voltage source is connected to one end of the main positive relay and one end of the pre-charge relay. The other end of the pre-charge relay and the other end of the main positive relay are connected to one end of the preset vehicle load. The other end of the preset vehicle load is connected to one end of the main negative relay, and the other end of the main negative relay is connected to the other end of the simulated high-voltage source.

4. The high-voltage relay load-bearing disconnection capability testing device according to claim 3, characterized in that, When the relay under test is a main positive relay, the adjustable load structure connected in parallel with the main positive relay operates. Under the preset operating conditions, the battery management unit controls the main negative relay and the precharge relay to be powered on or disconnected from the loop at the corresponding timing.

5. The high-voltage relay load-bearing disconnection capability testing device according to claim 3, characterized in that, When the relay under test is a main negative relay, the adjustable load structure of the main negative relay in parallel works. Under the preset operating conditions, the battery management unit controls the main positive relay and the precharge relay to be powered on or disconnected from the loop at the corresponding timing.

6. The high-voltage relay load-bearing disconnection capability testing device according to claim 3, characterized in that, When the relay under test is a pre-charge relay, the adjustable load structure connected in parallel with the pre-charge relay operates. Under the preset operating conditions, the battery management unit controls the main positive relay and the main negative relay to be powered on or disconnected from the loop at the corresponding timing.

7. The high-voltage relay load-bearing disconnection capability testing device according to claim 4, 5, or 6, characterized in that, The battery management unit is connected to the coil of the high-voltage relay and controls the contact switch of the high-voltage relay to close, so that the high-voltage relay is connected to the loop; The battery management unit disconnects from the coil of the high-voltage relay and controls the contact switch of the high-voltage relay to open, so that the high-voltage relay is disconnected from the loop.

8. The high-voltage relay load-bearing disconnection capability testing device according to claim 1, characterized in that, The adjustable load structure includes a controllable current source and a current sensor connected in series. The controllable current source provides a corresponding current value under the control of the host computer. The current sensor will display the corresponding current value.

9. The high-voltage relay load-bearing disconnection capability testing device according to claim 1, characterized in that, The preset vehicle load includes the parallel-connected vehicle drive motors and the vehicle's internal resistance.

10. A hardware-in-the-loop testing system, characterized in that, The device includes a high-voltage relay load-cutting capability testing device as described in any one of claims 1-9.

Images