Battery management system hardware-in-loop test device and system

Abstract

The utility model provides a battery management system hardware-in-the-loop test device and system, and relates to the technical field of hardware-in-the-loop test, and the device comprises a test device main body, a terminal strip, and an aviation plug. The terminal strip comprises a plurality of functional interfaces; the testing device main body is connected with the terminal strip, each functional interface is connected with the aviation plug, and the aviation plug is connected with the battery management module to be tested; the plurality of functional interfaces are used for sorting and outputting the wire harnesses in the test device main body, and each functional interface is used for providing a simulation test function for the battery management module to be tested; each functional interface is in an opening or closing working state under the control action of the upper computer to form an in-loop test environment of the battery management module to be tested under each preset working condition; the technical problem that different items cannot be quickly switched due to disordered wiring harness arrangement in practical application is solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of hardware in the loop test especially relates to a battery management system hardware in the loop test device and system. BACKGROUND

[0002] The automobile wire harness is the main body of the automobile electrical structure and penetrates all the electrical components of the automobile, mainly functions to transmit and exchange input and output signals of the automobile electrical function, transmit the current from each power generation component such as the battery and motor to each actuator, and realize the cooperative control and management of each electrical component of the automobile. The new energy automobile wire harness is mainly composed of high-voltage wire harness and low-voltage wire harness, and the new energy automobile low-voltage wire harness and the traditional vehicle low-voltage wire harness have similar functions, mainly connecting the electrical components of the new energy automobile to realize the control of the sensor / control unit and other electronic and electrical components. The high-voltage wire harness needs to bear 60-1500V high-voltage electricity, and is one of the key components of the new energy automobile high-voltage system, which can provide high-voltage electricity for the new energy automobile and realize efficient transmission and driving of the vehicle. The high-voltage wire harness generally works continuously under high voltage and strong current, and if the high-voltage wire harness does not dissipate heat in time, the automobile wire harness is prone to fire, which puts forward higher requirements for the heat resistance of the wire harness; since the new energy automobile has high-voltage electrical components, other low-voltage electrical components are prone to electromagnetic interference when the voltage changes, so the high-voltage wire harness also needs to be specially designed to resist electromagnetic interference.

[0003] The wire harness in the battery management system hardware-in-the-loop (BMS-HIL) mainboard mainly includes high-voltage, low-voltage, communication, temperature, cell, and driving; the diversity of the project leads to inconsistent functions of each wire harness, and the number of wire harnesses required for the same function is inconsistent; in addition, even if the number of wire harnesses is the same, the wire sequence arrangement is different, so the BMS-HIL test environment is complex and irregular, the wire sequence arrangement is chaotic and cannot be reused, and it is impossible to realize quick switching between projects. UTILITY MODEL CONTENT

[0004] The utility model aims to provide a battery management system hardware-in-the-loop test device and system to alleviate the technical problem that different projects cannot be quickly switched due to chaotic wire arrangement in actual application.

[0005] In a first aspect, the utility model embodiment provides a battery management system hardware-in-the-loop test device, which comprises a test device main body, a terminal row and an aviation plug; the terminal row comprises a plurality of function interfaces;

[0006] The main body of the testing device is connected to the terminal block, each of the functional interfaces is connected to the aviation plug, and the aviation plug is connected to the battery management module under test;

[0007] The multiple functional interfaces sort and output the wiring harnesses in the main body of the test device, and each functional interface is used to provide a simulation test function for the battery management module under test;

[0008] Each of the aforementioned functional interfaces, under the control of the host computer, is either open or closed, forming the in-loop test environment of the battery management module under test under each preset operating condition.

[0009] In conjunction with the first aspect, this utility model embodiment provides a first possible implementation of the first aspect, wherein a high-voltage partition is provided on one side of the terminal block, and a low-voltage partition is provided on the other side of the terminal block; the plurality of functional interfaces are respectively arranged on the terminal block according to the high-voltage partition and the low-voltage partition;

[0010] The functional interfaces for the low-voltage partition include a low-voltage power supply interface, an adjustable resistor interface, a fixed resistor interface, a DO relay control interface, an AO level output interface, an AI low-voltage feedback interface, a BMU reserved interface, a communication interface, a BDU relay interface, and a PWM interface; the functional interfaces for the high-voltage partition include a cell simulation interface and a high-voltage interface.

[0011] In conjunction with the first aspect, this utility model embodiment provides a second possible implementation of the first aspect, wherein the low-voltage power supply interface is disposed on the outer shell of the main body of the test device, and under the control of the host computer, it simulates the vehicle level output and low-voltage equipment level output through a multi-channel controllable power supply.

[0012] In conjunction with the first aspect, this utility model embodiment provides a third possible implementation of the first aspect, wherein the adjustable resistance interface is disposed on the outer shell of the main body of the test device, and provides multiple resistance values ​​for simulating different temperatures.

[0013] In conjunction with the first aspect, this utility model embodiment provides a fourth possible implementation of the first aspect, wherein the fixed resistor interface is disposed on the housing of the main body of the test device, and provides multiple fixed resistance values ​​for simulating the fixed load of the whole vehicle.

[0014] In conjunction with the first aspect, this utility model embodiment provides a fifth possible implementation of the first aspect, wherein the communication interface is disposed on the outer shell of the main body of the test device and connected to the automotive communication interface for message interaction during the test process.

[0015] In conjunction with the first aspect, this utility model embodiment provides a sixth possible implementation of the first aspect, wherein the PWM interface is disposed on the outer shell of the main body of the test device and is used to simulate a preset waveform signal and output or input the acquired waveform signal.

[0016] In conjunction with the first aspect, this utility model embodiment provides a seventh possible implementation of the first aspect, wherein the cell simulation interface is disposed on the outer shell of the main body of the testing device; the cell simulation interface is disposed at a position farther from the ground than the functional interface of the low-voltage zone; the cell simulation interface is used to provide simulated cell voltage.

[0017] In conjunction with the first aspect, this utility model embodiment provides an eighth possible implementation of the first aspect, wherein the high-voltage interface is disposed on the outer shell of the main body of the test device; the high-voltage interface is disposed at a position farther from the ground than the functional interface of the low-voltage zone; the high-voltage interface is used to simulate high-voltage accumulation and the total voltage of the battery pack.

[0018] Secondly, this utility model embodiment also provides a battery management system hardware-in-the-loop test system, including the battery management system hardware-in-the-loop test device as described above, and also including a host computer.

[0019] This utility model embodiment provides a hardware-in-the-loop testing device and system for a battery management system. The messy wiring harness in the main body of the testing device is sorted and output in the form of multiple functional interfaces. Each functional interface is connected to the battery management module under test through an aviation plug. In response to the control signal sent by the host computer, the corresponding functional interface is set to the working state, thereby forming a hardware-in-the-loop testing environment corresponding to different preset working conditions, so as to perform multi-working condition testing of the battery management module under test in different projects.

[0020] Other features and advantages of this invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objectives and other advantages of this invention are realized and obtained through the structures particularly pointed out in the description and the accompanying drawings.

[0021] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 A schematic diagram of a hardware-in-the-loop testing device for a battery management system provided in an embodiment of this utility model;

[0024] Figure 2 A schematic diagram of another hardware-in-the-loop testing device for a battery management system provided in an embodiment of this utility model;

[0025] Figure 3 This is a schematic diagram of the external appearance of a hardware-in-the-loop testing device for a battery management system provided in an embodiment of this utility model. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0027] Vehicle wiring harness layout typically involves a single set of harnesses for each vehicle, with the harness endpoints connecting to different locations within the vehicle, such as the BMS, BIC, CAN communication bus, and high-voltage circuits. The parameters and locations of the wiring harness connectors are fixed, and the overall vehicle wiring harness layout has undergone comprehensive real-vehicle testing to ensure its safety, reliability, and electromagnetic interference resistance. However, the wiring layout and connectors in the BMS-HIL test environment differ significantly. The electrical parameters of the devices and the wiring harness layout in the simulated test environment are completely different. It is necessary to ensure correct connector configuration while considering new interference, crosstalk, and safety issues arising from the different wiring configurations in the vehicle. Furthermore, unlike the overall vehicle wiring harness layout, it is also necessary to consider environmental repeatability, rapid connection, and zone division for easy fault injection.

[0028] Currently, in testing environments, wiring typically involves bundling all high-voltage, low-voltage, and communication harnesses together. This connection method, where high and low voltage lines are not separated, not only poses safety hazards but also causes interference to the low-voltage line when high voltage is applied, and simultaneously affects normal communication. The harnesses are connected in a fixed manner, one-to-one to the terminal blocks according to their definitions. If the environment is adjusted or the project is changed, the previous wiring must be disconnected and reconnected according to the new project definitions. Therefore, the environment is generally unusable after the project ends, and this part cannot be reused, resulting in inefficient environment setup and wasted costs.

[0029] Based on this, the present invention provides a hardware-in-the-loop testing device and system for a battery management system, which connects multiple functional interfaces integrated with the wiring harness to the battery management module under test via aviation connectors. The working state of the corresponding functional interfaces can be switched to meet the testing environment requirements of the battery management module under test under different projects and working conditions.

[0030] The following is a detailed description through examples.

[0031] Figure 1 This is a schematic diagram of a hardware-in-the-loop testing device for a battery management system provided in an embodiment of the present invention.

[0032] Reference Figure 1 As shown, the battery management system hardware-in-the-loop test device includes: a test device body, a terminal block, and an aviation connector; the terminal block includes multiple functional interfaces;

[0033] The main body of the test device is connected to the terminal block, each functional interface is connected to an aviation connector, and the aviation connector is connected to the battery management module under test; it should be noted that... Figure 1 The aviation connectors shown on the lower side of the central terminal block are only four sets shown for illustration, and the number of aviation connectors is not limited to this; as an optional embodiment, the number of aviation connectors may correspond to the number of functional interfaces.

[0034] Multiple functional interfaces sort and output the wiring harnesses in the main body of the test device. Each functional interface is used to provide a simulation test function for the battery management module under test. The corresponding functional interface can be connected to the battery management module under test through an aviation plug, which facilitates the switching of each functional interface for different working conditions and projects.

[0035] Each functional interface, under the control of the host computer, is either turned on or off, forming the loop test environment of the battery management module under test under each preset operating condition.

[0036] Understandably, in practical applications, users can quickly switch between functional interfaces by controlling the connection status (plug or unplug) of the aviation plug of the corresponding functional interface to the battery management module under test in different projects and under different working conditions. They can also quickly switch between functional interfaces by controlling the working status (on or off) of each functional interface that is connected to the battery management module under test through the aviation plug.

[0037] In a preferred embodiment of practical application, the messy wiring harness in the main body of the test device is sorted and output in the form of multiple functional interfaces. Each functional interface is connected to the battery management module under test via an aviation plug. In response to the control signal sent by the host computer, the corresponding functional interface is set to the working state, thereby forming an in-loop test environment corresponding to different preset working conditions, so as to perform multi-working condition tests on the battery management module under test in different projects.

[0038] like Figure 2 As shown, the functional interfaces of BMS-HIL are standardized and defined, and the functional interfaces are laid out and allocated to increase the functional interface capabilities. One end of the corresponding functional interface is connected to the chassis 1, chassis 2, simulation board, wires, high-voltage power supply and other equipment, and is connected to the host computer through a hub. The other end of the corresponding functional interface is connected to the power management module BMS under test through an aviation plug to replace the direct connection of the wire harness.

[0039] Based on the interface electrical terminals and wiring harness definitions provided by the project vehicle, different PIN corner wiring harness connection schemes are implemented. If the vehicle-side wiring harnesses are not categorized and their high and low voltage levels are not separated, the connections will be chaotic. Therefore, standardized interfaces are essential. Standardizing the BMS-HIL test environment interfaces allows for the rational categorization of the previously disorganized test interfaces according to electrical parameters (high and low voltage). This enables quick identification of corresponding components and connection locations during environment setup, improving BMS-HIL test environment setup efficiency by 40%.

[0040] In some embodiments, a high-voltage partition is provided on one side of the terminal block, such as... Figure 2 As indicated by the dashed box, a low-voltage partition is provided on the other side of the terminal block, such as... Figure 2 The remaining terminal block section excluding the dashed box; multiple functional interfaces are set on the terminal blocks according to high voltage and low voltage zones respectively;

[0041] This high- and low-voltage separation interface layout ensures independent communication interfaces. By using different terminal types—UT2.5 terminals for high voltage and UK2.5B terminals for low voltage—the high-voltage and low-voltage ports in the standardized interface are physically separated, preventing interference between them. A separate area is reserved for the communication interfaces, shortening communication distances and ensuring fast response times.

[0042] Based on the aforementioned high and low voltage partitioning, the interfaces are further standardized according to interface type and function type. The interface output capabilities and parameter ranges are precisely designed with reference to the interface requirements corresponding to project and business needs to ensure the maximum output of interface capabilities. Finally, the standardized interfaces are mainly divided into twelve types.

[0043] The functional interfaces for low-voltage partitioning include low-voltage power supply interface, adjustable resistor interface, fixed resistor interface, DO relay control interface, AO level output interface, AI low-voltage feedback interface, BMU reserved interface, communication interface, BDU relay interface and PWM interface.

[0044] 1) The low-voltage power supply interface is located on the outer shell of the main body of the test device. Under the control of the host computer, it simulates the output level of the whole vehicle and the output level of the low-voltage equipment through a multi-channel controllable power supply.

[0045] This low-voltage power interface is used to simulate vehicle-level power supply and power supply for other low-voltage equipment, with a range of 0-30V. This interface connects to a multi-channel, high-precision, controllable power supply, allowing the host computer to control the power supply in real time, arbitrarily adjust the output voltage, and then output it through the low-voltage power interface.

[0046] in, Figure 3 The main body of the test device is shown in the casing, with various functional interfaces located on the casing, which are then connected to the battery management module under test via an aviation connector.

[0047] 2) Adjustable resistance interface, located on the outer shell of the main body of the test device, provides a variety of resistance values ​​to simulate different temperatures.

[0048] This adjustable resistor interface simulates temperature acquisition by providing an adjustable resistance value, with an adjustable temperature range of -50 to 135℃. This interface connects to a high-precision resistance simulation board, which is a single board with 6 channels. Using multiple boards allows for multi-point temperature simulation and also enables temperature adjustment via the CAN bus protocol.

[0049] 3) Fixed resistor interface, which is set on the outer shell of the main body of the test device, provides multiple fixed resistance values ​​for simulating the fixed load of the whole vehicle.

[0050] This fixed resistor interface is used to provide fixed loads in the BMS, such as high-voltage interlocks and vehicle insulation resistance. One end of the interface provides a full-range, high-precision fixed resistor, which can be connected according to different resistance value requirements. The other end of the interface is connected to a fixed resistor with a fixed resistance value, as described in the customer's simulated vehicle load requirements. For example, a 120K fixed resistor can be connected for CAN interface communication, and the vehicle insulation resistance is 4.07MΩ.

[0051] 4) DO Relay Control Interface: Used for hard-wired wake-up input control, basic short-circuit and open-circuit control, etc. Utilizing a 9375 board and relay array, it outputs high and low levels in a single-channel manner, coordinated with relay on / off states. Connected in series in the environmental node, the relay array's on / off control enables short-circuit and open-circuit control of the node.

[0052] 5) AO level output interface: used for plug-in wake-up, pressure wake-up, super-fast charging wake-up, etc. Utilizing the 9269 board, a 4-channel ±10V isolated analog voltage output scheme is implemented to provide level output for the port and simulate some basic wake-up sources.

[0053] 6) AI Low-Voltage Acquisition Interface: Used for low-voltage signal acquisition, relay driving, motherboard power output, etc. Through the NI9221's 12-bit analog input channel, the low voltage output from the BMS is input via this interface. The input voltage is then acquired and monitored, and real-time data is monitored and displayed via a host computer.

[0054] 7) BMU Reserved Interface: This refers to interfaces with special functions on the motherboard in different projects. These reserved interfaces are blank spaces in the terminal block to accommodate increasingly feature-rich BMS products.

[0055] 8) Communication interface, which is located on the outer shell of the main body of the test device and connected to the vehicle communication interface for message exchange during the test process.

[0056] This communication interface is used for message exchange and information transmission during BMS testing, and can transmit CAN, CANFD, LIN, and other protocol messages. This interface connects to the automotive communication interface, using a 9860 board in conjunction with CAN port modules of different protocols to achieve data type exchange. This allows the host computer to load complete DBC files, monitor and forward CAN, CANFD, and LIN protocol data, and build a complete communication network similar to that of the entire vehicle.

[0057] 9) BDU Transfer Interface: This can be understood as an interface on the BMS motherboard that corresponds to multiple inputs, such as a high-voltage acquisition interface or a relay drive interface. The load corresponding to this transfer interface is not unique; that is, one interface can correspond to multiple devices or loads. Therefore, this interface can be for high-voltage acquisition, relays, etc.

[0058] 10) PWM interface, which is located on the outer shell of the main body of the test device, is used to simulate preset waveform signals and output or input acquired waveform signals.

[0059] This PWM interface serves as the input interface for the waveforms that the BMS needs to acquire, or as the output interface for specific waveforms. This PWM interface is used for waveform signal simulation; by using a 9475 and module programming, the duty cycle and frequency of the waveform output can be adjusted. It can also be used to simulate waveform signals such as car collision signals, compressor air conditioning water pump control, etc.

[0060] The high-voltage partition setting includes a cell simulation interface and a high-voltage interface.

[0061] 11) The cell simulation interface is located on the outer casing of the main body of the testing device; for example... Figure 3 As shown in the dashed box, the cell simulation interface is located further from the ground than the functional interface of the low-voltage zone; the cell simulation interface is used to provide simulated cell voltage.

[0062] This cell simulation interface is used to provide cell voltage for BMS acquisition, with a voltage output range of 0-5V. This interface connects to a multi-channel voltage cell simulation board, which has 14 independent controllable channels for each AFE (Automatic Factor Exit) on the board. It features 0-5V voltage output and ±5mV voltage fluctuation, and can control cell output via CAN communication protocol. It can also perform basic cell fault tests.

[0063] 12) High-voltage interface, located on the outer casing of the main body of the testing device; such as Figure 3 As shown in the dashed box, the high-voltage interface is located further from the ground than the functional interfaces of the low-voltage zone; the high-voltage interface is used to simulate the high-voltage accumulation and the total voltage of the battery pack.

[0064] This high-voltage interface is used to simulate high-voltage environments in a BMS-HIL environment. The high-voltage interface primarily outputs the accumulated BMS voltage and the monitored total battery pack voltage; this accumulated BMS voltage can be understood as the sum of the simulated high-voltage outputs. This interface connects to a high-precision high-voltage source (high-voltage power supply), which works with the host computer module to achieve high-voltage accumulation and to track changes in the total battery pack voltage, simulating the total voltage changes after the battery pack has been charged and discharged.

[0065] Figure 3 The dashed box indicates the high-voltage zone, where the cell simulation interface and high-voltage interface are located. The standardized functional interfaces described above are configured as follows: Figure 3 The layout is allocated according to high and low voltage zones, which increases the safety of environmental operation and also reduces crosstalk and interference problems between wire harnesses.

[0066] Based on the aforementioned embodiments, once the interfaces in the terminal block have been standardized and laid out, it is necessary to consider how to quickly connect the product under test (BMS), BDU, and load capacitor to the environment. Choosing an aviation connector connection method not only allows for rapid connection establishment, but also enables rapid switching between environments for different projects. The standardized interfaces already implemented at the upper part of the terminal block are compatible with all test interfaces required by BMS projects, while the lower part connects to the load, BDU, and BMS under test.

[0067] It should be noted that, in order to ensure that existing projects can be switched to, this application reserves the number of interfaces for each type when designing the types and quantities of interfaces. Considering the compatibility of existing projects and the functional expansion of future projects, on the basis of achieving full coverage of existing projects, 30% of the interface quantity is reserved for expansion. At the same time, considering that the functions of future BMS projects will become more and more powerful and there will be more and more vehicle control units, 10% of empty interfaces are reserved to cope with this uncertainty and change.

[0068] In some embodiments, the present invention also provides a battery management system hardware-in-the-loop test system, including the battery management system hardware-in-the-loop test device as described above, and further including a host computer.

[0069] The battery management system hardware-in-the-loop testing system provided in this embodiment of the present invention has the same technical features as the battery management system hardware-in-the-loop testing device provided in the above embodiment, so it can also solve the same technical problems and achieve the same technical effects.

[0070] In the description of the embodiments of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0071] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0072] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0073] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0074] In addition, in the various embodiments of this utility model, each functional unit can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0075] Finally, it should be noted that the above-described embodiments are merely specific implementations of this utility model, used to illustrate the technical solutions of this utility model, and not to limit it. The protection scope of this utility model is not limited thereto. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this utility model. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model, and should all be covered within the protection scope of this utility model.

Claims

1. A hardware-in-the-loop testing device for a battery management system, characterized in that, include: The testing device includes a main body, a terminal block, and an aviation connector; the terminal block includes multiple functional interfaces. The main body of the testing device is connected to the terminal block, each of the functional interfaces is connected to the aviation plug, and the aviation plug is connected to the battery management module under test; The multiple functional interfaces sort and output the wiring harnesses in the main body of the test device, and each functional interface is used to provide a simulation test function for the battery management module under test; Each of the aforementioned functional interfaces, under the control of the host computer, is either open or closed, forming the in-loop test environment of the battery management module under test under each preset operating condition.

2. The battery management system hardware-in-the-loop testing device according to claim 1, characterized in that, A high-voltage zone is provided on one side of the terminal block, and a low-voltage zone is provided on the other side of the terminal block; the multiple functional interfaces are respectively arranged on the terminal block according to the high-voltage zone and the low-voltage zone; The functional interfaces for the low-voltage partition include a low-voltage power supply interface, an adjustable resistor interface, a fixed resistor interface, a DO relay control interface, an AO level output interface, an AI low-voltage feedback interface, a BMU reserved interface, a communication interface, a BDU relay interface, and a PWM interface; the functional interfaces for the high-voltage partition include a cell simulation interface and a high-voltage interface.

3. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The low-voltage power interface is located on the outer shell of the main body of the test device. Under the control of the host computer, it simulates the output level of the whole vehicle and the output level of the low-voltage equipment through a multi-channel controllable power supply.

4. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The adjustable resistance interface is located on the outer shell of the main body of the test device, and provides a variety of resistance values ​​to simulate different temperatures.

5. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The fixed resistor interface is located on the outer shell of the main body of the test device, providing multiple fixed resistance values ​​for simulating the fixed load of the whole vehicle.

6. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The communication interface is located on the outer shell of the main body of the test device and is connected to the vehicle communication interface for message exchange during the test process.

7. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The PWM interface is located on the outer shell of the main body of the test device and is used to simulate preset waveform signals and output or input acquired waveform signals.

8. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The cell simulation interface is located on the outer shell of the main body of the testing device; the location of the cell simulation interface is farther from the ground than the location of the functional interface of the low-voltage zone; the cell simulation interface is used to provide simulated cell voltage.

9. The battery management system hardware-in-the-loop testing device according to claim 2, characterized in that, The high-voltage interface is located on the outer shell of the main body of the test device; the high-voltage interface is located further from the ground than the functional interface of the low-voltage zone; the high-voltage interface is used to simulate high-voltage accumulation and the total voltage of the battery pack.

10. A hardware-in-the-loop testing system for a battery management system, characterized in that, The battery management system hardware-in-the-loop testing device, as described in any one of claims 1-9, further includes a host computer.

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