Open-phase test tool

Abstract

The utility model relates to the technical field of electric vehicle performance detection, and discloses an open-phase test tool which is used for being installed between a whole vehicle end charging port of a vehicle and an electric control integrated assembly so as to carry out an open-phase test of the electric control integrated assembly. The control chip module is arranged in the shell; the first high-voltage plug-in female head module is arranged on the shell; the first high-voltage plug-in male head module is arranged on the shell and is conducted with the first high-voltage plug-in female head module; the relay module is arranged on the shell, the relay module is located on a line between the first high-voltage plug-in female head module and the first high-voltage plug-in male head module, and the relay module controls the line of the first high-voltage plug-in female head module and the line of the first high-voltage plug-in male head module to be disconnected through the control chip module. Through the mode, the problem of working condition distortion when a traditional rack is used for testing can be solved, and meanwhile, an actual charging pile does not need to be damaged or a high-cost three-phase power supply simulation system does not need to be built.

Description

Technical Field

[0001] This application relates to the field of electric vehicle performance testing technology, specifically to a phase loss testing fixture. Background Technology

[0002] With the rapid development of the global new energy vehicle industry, the safety and reliability requirements of electric vehicle charging systems are increasing. As one of the core components of electric vehicles, the high-voltage electronic control integrated assembly, or CDU (Conversion & Distribution Unit), is responsible for the energy interaction control function between the battery system and external charging equipment. Its performance directly affects the charging efficiency of the entire vehicle, battery life, and system safety. However, in the actual operation of the CDU, the stable input of the three-phase AC power grid is a critical prerequisite for ensuring normal charging. If a phase loss fault occurs (i.e., at least one of the three phases is abnormal or missing), it may lead to risks such as device overload damage, local overheating, or charging interruption.

[0003] Currently, electric vehicle CDU phase loss testing can be conducted using laboratory bench testing systems and testing equipment modified from charging piles. Laboratory bench testing systems primarily employ high-precision power simulators to construct a three-phase AC input environment. Phase loss faults are simulated through software programming, and integrated data cards monitor CDU response parameters in real time. This testing scenario is generally used during the CDU's R&D phase. The test parameters are controllable, supporting repeatable testing under complex conditions. However, it cannot simulate the combined stresses of vehicle vibration, temperature changes, and electromagnetic interference; in other words, this method cannot simulate the real-world conditions of a vehicle phase loss test. Testing equipment modified from charging piles involves hardware modifications to actual charging piles. One phase of power is forcibly disconnected via relays or switches, and external sensors monitor the CDU's output characteristics in real time. This type of modified equipment is generally used for after-sales fault reproduction. This equipment operates based on a high-voltage box and directly utilizes the actual charging pile interface, offering strong physical compatibility. However, it requires modification of the actual charging pile, which is expensive. Frequent phase loss operations accelerate the aging of charging pile components, and the modification is dependent on the existing charging pile, making it inconvenient. Utility Model Content

[0004] This application provides a phase loss test fixture that can solve the problem of operating condition distortion when using traditional bench testing. At the same time, it does not require damaging the actual charging pile or building a costly three-phase power supply simulation system.

[0005] This application provides a phase loss test fixture, which is installed between the vehicle-side charging port and the electronic control integrated assembly to perform phase loss testing on the electronic control integrated assembly. The phase loss test fixture includes:

[0006] case;

[0007] The control chip module is housed within the casing.

[0008] The first high-voltage plug-in female module is disposed in the housing;

[0009] The first high-voltage plug male module is disposed in the housing and is connected to the first high-voltage plug female module;

[0010] A relay module is disposed in the housing. The relay module is located in the line between the first high-voltage plug female module and the first high-voltage plug male module. The relay module controls the disconnection of the line between the first high-voltage plug female module and the first high-voltage plug male module through the control chip module.

[0011] A first low-voltage communication female connector module is disposed in the housing;

[0012] The first low-voltage communication male connector module is disposed in the housing and is signal-connected to the first low-voltage communication female connector module.

[0013] In one embodiment of this application, the phase loss test fixture further includes a control module, which is disposed on the housing and electrically connected to the control chip module. The control chip module can receive signals from the control module to control the relay module to disconnect.

[0014] In one embodiment of this application, there are four lines between the first high-voltage plug female module and the first high-voltage plug male module, and the relay module includes a first relay, a second relay, a third relay and a fourth relay respectively disposed on the four lines.

[0015] In one embodiment of this application, the control module is a touch screen display, and the touch screen display includes:

[0016] The first touch area is connected to the first relay signal to control the first relay to disconnect;

[0017] The second touch area is connected to the second relay signal to control the second relay to disconnect;

[0018] The third touch area is connected to the third relay signal to control the third relay to disconnect;

[0019] The fourth touch area is connected to the fourth relay signal to control the fourth relay to disconnect.

[0020] In one embodiment of this application, the touch display screen further includes:

[0021] The fifth touch area is used to confirm the selection of the corresponding area when at least one of the first touch area, the second touch area, the third touch area, and the fourth touch area is clicked, so that the control chip module controls the relay on the corresponding line to disconnect.

[0022] The sixth touch area is used to turn off the relay on the corresponding line when the test is completed, so as to restore the four lines between the first high voltage plug female module and the first high voltage plug male module to conduct again.

[0023] In one embodiment of this application, a freewheeling diode and / or a filter capacitor are respectively provided between the control chip module and the first relay, the second relay, the third relay and the fourth relay.

[0024] In one embodiment of this application, there are at least eight signal lines between the first low-voltage communication female connector module and the first low-voltage communication male connector module, wherein a CAN signal serial port module is provided between two signal lines for receiving messages from the electric vehicle and the high-voltage electronic control integrated assembly.

[0025] In one embodiment of this application, the phase loss test fixture further includes:

[0026] The first detection channel is connected to a signal line for detecting a charging connection confirmation signal; and / or,

[0027] The second detection channel is connected to a signal line for detecting a charging power confirmation signal; and / or,

[0028] The third detection channel is connected to a signal line for detecting the DC-DC hard-wired wake-up input signal; and / or,

[0029] The fourth detection channel is connected to a signal line for detecting a low-voltage wiring harness connection confirmation signal; and / or,

[0030] The fifth detection channel is connected to a signal line for detecting the on-board charger wake-up output signal; and / or,

[0031] The sixth detection channel is connected to a signal line for grounding.

[0032] In one embodiment of this application, the phase loss test fixture further includes a power connection channel for supplying power to the phase loss test fixture, the power connection channel including a positive channel and a negative channel.

[0033] In one embodiment of this application, the vehicle-side charging port has a second high-voltage male connector module and a second low-voltage communication male connector module. The second high-voltage male connector module is connected to the first high-voltage female connector module, and the second low-voltage communication male connector module is connected to the first low-voltage communication female connector module; and / or,

[0034] The electronic control integrated assembly has a second high-voltage plug female module and a second low-voltage communication female module. The second high-voltage plug female module is connected to the first high-voltage plug male module, and the second low-voltage communication female module is connected to the first low-voltage communication male module.

[0035] The beneficial effects of this application are:

[0036] Through the first high-voltage plug female module and the first high-voltage plug male module, in cooperation with the control chip module and the relay module, three-phase AC power missing at least one phase circuit is delivered to the CDU (electronic control integrated assembly) to realize CDU phase loss test. By directly simulating the three-phase charging pile phase loss test between the vehicle charging port and the CDU, the electrical stress and environmental interference under the real charging scenario are directly reproduced, avoiding parameter deviation between laboratory bench and real vehicle environment, improving the credibility of test results, and solving the problem of working condition distortion when using traditional bench testing. At the same time, it does not require damaging the actual charging pile or building a high-cost three-phase power supply simulation system, avoiding high-voltage operation risks, and saving 30% to 50% of the purchase cost of dedicated power supply equipment, reducing the investment cost of phase loss test. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the connection structure between modules of an embodiment of the phase loss test fixture of this application;

[0039] Figure 2 yes Figure 1 A schematic diagram of the three-dimensional structure of the phase loss test fixture shown;

[0040] Figure 3 yes Figure 2 The diagram shows the left-side view of the phase loss test fixture.

[0041] Figure 4 yes Figure 2 The diagram shows the right-side view of the phase loss test fixture.

[0042] Figure 5 yes Figure 2 The diagram shows a top view of the phase loss test fixture.

[0043] Figure 6 yes Figure 2 The diagram shows the control module in the phase loss test fixture.

[0044] Figure 7 yes Figure 1 The circuit connection structure diagram of the phase loss test fixture shown is shown.

[0045] Explanation of reference numerals in the attached figures:

[0046] 10. Housing; 20. Control chip module; 21. First linear regulator diode; 30. First high-voltage female connector module; 31. First high-voltage male connector module; 40. First low-voltage communication female connector module; 41. First low-voltage communication male connector module; 50. Control module; 501. First touch area; 502. Second touch area; 503. Third touch area; 504. Fourth touch area; 505. Fifth touch area; 506. Sixth touch area; 51. Second Linear Zener diode; 601, First relay; 602, Second relay; 603, Third relay; 604, Fourth relay; 701, Freewheeling diode; 702, Filter capacitor; 801, CAN signal serial port module; 901, First detection channel; 902, Second detection channel; 903, Third detection channel; 904, Fourth detection channel; 905, Fifth detection channel; 906, Sixth detection channel; 907, Positive channel; 908, Negative channel. Detailed Implementation

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. In addition, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application. In this application, unless otherwise stated, directional terms such as "up," "down," "left," and "right" generally refer to up, down, left, and right in the actual use or working state of the device, specifically the drawing directions in the accompanying drawings.

[0048] In this application, unless otherwise expressly specified and limited, the terms "connected," "linked," "stacked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0049] Please refer to Figure 1 and Figure 2 This application provides a phase loss test fixture for installation between the vehicle-side charging port and the electronic control integrated assembly to perform phase loss testing on the electronic control integrated assembly. The phase loss test fixture includes a housing 10, a control chip module 20, a first high-voltage plug female module 30, a first high-voltage plug male module 31, a relay module, a first low-voltage communication female module 40, and a first low-voltage communication male module 41.

[0050] Among them, the electronic control integrated assembly, abbreviated as CDU, is a whole system that integrates multiple functional modules such as on-board charger (OBC), DC / DC converter, and power distribution unit (PDU). As one of the core components of electric vehicles, the CDU achieves efficient power management and charging control through integrated design. Its excellent performance directly affects the vehicle's range, charging speed and safety.

[0051] For more details, please refer to the following: Figures 3 to 4 The shell 10 can be in the form of a cuboid or a cube, as shown in the reference. Figure 1 The housing 10 has a cuboid structure. For ease of description, the housing 10 may have a top and a bottom along the thickness direction, and a left side and a right side along the length direction.

[0052] It should be noted that the shell 10 can not only be in the form of a cuboid or a cube. In other embodiments, the shell 10 can also be in the form of an approximate cuboid or an approximate cube, all of which are within the protection scope of this application.

[0053] The control chip module 20 is housed inside the housing 10. Specifically, the control chip module 20 can be an MCU or microcontroller unit, which is the core control element of the phase loss test fixture and can control the on / off state of the relay module.

[0054] The first high-voltage plug-in female module 30 is disposed on the housing 10; specifically, the first high-voltage plug-in female module 30 can be disposed on the left side of the housing 10, which can be used to connect to the vehicle-end charging port, thereby transmitting three-phase AC power to the phase loss test fixture.

[0055] The first high-voltage plug male module 31 is disposed on the housing 10 and is connected to the first high-voltage plug female module 30. Specifically, the first high-voltage plug male module 31 can be disposed on the right side of the housing 10, and can be used to connect to the electronic control integrated assembly, thereby transmitting three-phase AC power lacking at least one phase circuit to the CDU.

[0056] The relay module is installed in the housing 10. The relay module is located in the line between the first high voltage plug female module 30 and the first high voltage plug male module 31. The relay module controls the line between the first high voltage plug female module 30 and the first high voltage plug male module 31 to be disconnected through the control chip module 20. When the control chip module 20 receives a signal indicating that at least one phase of the three-phase AC power is missing, i.e., a phase loss test command, it controls the relay module to disconnect the circuit of the corresponding phase, so as to transmit the three-phase AC power missing at least one phase to the CDU for phase loss test.

[0057] It should be noted that the relay module is normally in a closed state. When the control chip module 20 sends a signal that at least one phase of the three-phase AC circuit is missing, the normally closed contact of the relay module opens, thereby disconnecting the circuit of the corresponding phase.

[0058] The first low-voltage communication female head module 40 is disposed on the housing 10. Specifically, the first low-voltage communication female head module 40 can be disposed on the left side of the housing 10, on the same side of the housing 10 as the first high-voltage plug-in female head module 30. It can be used to connect to the vehicle-end charging port, thereby introducing the low-voltage line of the charging port into the phase loss test fixture.

[0059] The first low-voltage communication male connector module 41 is disposed on the housing 10 and is signal-connected to the first low-voltage communication female connector module 40. Specifically, the first low-voltage communication male connector module 41 can be disposed on the right side of the housing 10, on the same side as the first high-voltage plug-in male connector module 31. It can be used to connect the CDU, thereby connecting the low-voltage line of the charging port to the CDU.

[0060] It should be noted that the first low-voltage communication female module 40 and the first low-voltage communication male module 41 constitute a low-voltage connection channel between the vehicle-side charging port and the CDU, realizing the connection of the phase loss test fixture to the low-voltage wiring harness between the vehicle-side charging port and the CDU. The low-voltage connection wiring harness realizes interactive functions such as connection confirmation, safety protection, energy management, and signal transmission between the charging port and the CDU.

[0061] Through the above method, the first high-voltage plug female module 30 and the first high-voltage plug male module 31, in cooperation with the control chip module 20 and the relay module, enable the transmission of three-phase AC power lacking at least one phase circuit to the CDU (electronic control integrated assembly), realizing CDU phase loss testing. By directly simulating the three-phase charging pile phase loss test between the vehicle-side charging port and the CDU, the electrical stress and environmental interference under the real charging scenario are directly reproduced, avoiding parameter deviations between laboratory bench and real vehicle environment, improving the reliability of test results, and solving the problem of operating condition distortion when using traditional bench testing. At the same time, it does not require damaging the actual charging pile or building a high-cost three-phase power supply simulation system, avoiding high-voltage operation risks, and saving 30% to 50% of the purchase cost of dedicated power supply equipment, reducing the investment cost of phase loss testing.

[0062] In one embodiment, please continue to refer to Figure 1 and Figure 2 The phase loss test fixture also includes a control module 50, which is mounted on the housing 10 and electrically connected to the control chip module 20. The control chip module 20 can receive signals from the control module 50 to control the relay module to disconnect. The control module 50 enables the control chip module 20 to interact with the user, allowing the user to control the normally closed contacts of the relay to open as needed. This allows the phase loss test fixture to disconnect the line between the first high-voltage plug female module 30 and the first high-voltage plug male module 31 as needed, performing a CDU phase loss test.

[0063] In one embodiment, please continue to refer to Figure 1 The first high-voltage plug female module 30 and the first high-voltage plug male module 31 have four lines. The relay module includes a first relay 601, a second relay 602, a third relay 603, and a fourth relay 604 respectively disposed on the four lines. Specifically, the circuit where the first relay 601 is located can be the L1 phase of a three-phase AC power supply, the circuit where the second relay 602 is located can be the L2 phase of a three-phase AC power supply, the circuit where the third relay 603 is located can be the L3 phase of a three-phase AC power supply, and the circuit where the fourth relay 604 is located can be the N phase of a three-phase AC power supply.

[0064] It should be noted that the first relay 601 to the fourth relay 604 can be selected as relays of the same model, that is, all normally closed relays. When the control chip module 20 receives a phase loss command, it can control the normally closed contacts of the corresponding relays to open, thus disconnecting the circuit of the corresponding phase.

[0065] In one embodiment, please refer to Figure 5 and Figure 6The control module 50 is a touch screen display, which includes a first touch area 501, a second touch area 502, a third touch area 503 and a fourth touch area 504.

[0066] Specifically, the first touch area 501 is signal-connected to the first relay 601 to control the first relay 601 to disconnect; the first touch area 501 is configured as a function click area when L1 phase power is missing, that is, when the first touch area 501 is clicked, the control chip module 20 receives the signal of missing L1 phase power and controls the normally closed contact of the first relay 601 to open, so that the L1 phase circuit between the first high voltage plug female module 30 and the first high voltage plug male module 31 is disconnected. At this time, the three-phase AC power supplied from the vehicle end charging port to the CDU is at least missing L1 phase power.

[0067] The second touch area 502 is signal-connected to the second relay 602 to control the second relay 602 to disconnect. The second touch area 502 is configured as a function click area when the L2 phase power is missing. That is, when the second touch area 502 is clicked, the control chip module 20 receives the signal of missing L2 phase power and controls the normally closed contact of the second relay 602 to open, so that the L2 phase circuit between the first high voltage plug female module 30 and the first high voltage plug male module 31 is disconnected. At this time, the three-phase AC power supplied from the vehicle end charging port to the CDU is at least missing L2 phase power.

[0068] The third touch area 503 is signal-connected to the third relay 603 to control the third relay 603 to disconnect. The third touch area 503 is configured as a function click area when the L3 phase power is missing. That is, when the third touch area 503 is clicked, the control chip module 20 receives the signal of missing L3 phase power and controls the normally closed contact of the third relay 603 to open, so that the L3 phase circuit between the first high voltage plug female module 30 and the first high voltage plug male module 31 is disconnected. At this time, the three-phase AC power supplied from the vehicle end charging port to the CDU is at least missing L3 phase power.

[0069] The fourth touch area 504 is signal-connected to the fourth relay 604 to control the fourth relay 604 to disconnect. The fourth touch area 504 is configured as a function click area when the N-phase power is missing. That is, when the fourth touch area 504 is clicked, the control chip module 20 receives the signal of missing N-phase power and controls the normally closed contact of the fourth relay 604 to open, so that the N-phase circuit between the first high-voltage plug female module 30 and the first high-voltage plug male module 31 is disconnected. At this time, the three-phase AC power supplied from the vehicle-side charging port to the CDU is missing at least N-phase power.

[0070] By setting the control module 50 as a touch screen, clicking the corresponding area on the touch screen allows input of the corresponding phase loss command, which facilitates the control of the phase loss test fixture to select and disconnect the required phase loss circuit in the three-phase AC power supply for CDU phase loss testing.

[0071] In addition, further reference Figure 7 The phase loss test fixture may also include a first linear regulator 21 and a second linear regulator 51. The first linear regulator 21 can stabilize the 12V voltage to 5V voltage, thereby powering the control chip module 20. The second linear regulator 51 can stabilize the 5V voltage to 3.3V voltage, thereby powering the touch screen.

[0072] In one embodiment, please continue to refer to Figure 6 The touch display also includes a fifth touch area 505 and a sixth touch area 506.

[0073] Specifically, the fifth touch area 505 is used to confirm the selection of the corresponding area when at least one of the first touch area 501, the second touch area 502, the third touch area 503, and the fourth touch area 504 is clicked, so that the control chip module 20 controls the relay on the corresponding line to disconnect. The fifth touch area 505 is configured to confirm the selection of the corresponding area when at least one of the first touch area 501 to the fourth touch area 504 is clicked. After confirming the selection of the corresponding area, the touch screen sends a phase loss control command to the control chip module 20. The use of two click operations can avoid the occurrence of misoperation and help ensure the smooth progress of the phase loss test.

[0074] The sixth touch area 506 is used to close the relays on the corresponding lines controlled by the control chip module 20 after the test is completed, so as to restore the four lines between the first high-voltage plug female module 30 and the first high-voltage plug male module 31 to conduct again. The sixth touch area 506 is configured to switch the phase loss test fixture from phase loss test to normal connection, that is, to restore the three-phase AC power supply of the phase loss test fixture from the case where at least one phase of power is missing during the phase loss test to the case where all phases of the three-phase AC power supply are conducting. When the sixth touch area 506 is clicked, the touch display screen sends a reset command to the control chip module 20, and the contacts of all relays on the lines between the first high-voltage plug female module 30 and the first high-voltage plug male module 31 are reset to the normally closed state. This can improve the reset time of the phase loss test fixture, facilitate multiple phase loss tests, and improve the efficiency of phase loss test.

[0075] In one embodiment, please refer to Figure 7Each of the control chip module 20 and the first relay 601, second relay 602, third relay 603 and fourth relay 604 is provided with a freewheeling diode 701 and / or a filter capacitor 702. Specifically, the freewheeling diode 701 is connected in parallel across the coil of each relay. When the relay is de-energized, the reverse electromotive force generated by the coil causes the diode to conduct, forming a closed circuit. The magnetic energy stored in the coil is slowly released through the diode in the form of current, avoiding high voltage spikes and ensuring stable switching of the relay. The filter capacitor 702 is placed close to the power supply terminal of each relay to provide instantaneous current buffer, compensate for the current demand when the relay is energized, reduce power supply voltage drop, smooth power supply voltage fluctuations, and ensure clean power supply to the chip.

[0076] In existing technologies, when conducting a phase loss test on an electric vehicle's CDU, it is necessary to view and record the vehicle's messages in real time to observe the vehicle's current status. Currently, during a phase loss test on an electric vehicle's CDU, a DB9 adapter (9-pin DSub connector) is connected to the vehicle's standard diagnostic interface (On Board Diagnostics interface, i.e., OBD interface) to bring out the CAN signal from the OBD interface. Subsequently, messages are recorded through a CAN box for parsing by the host computer software. When some low-voltage wiring harnesses are faulty during the phase loss test, no voltage or low voltage is displayed. This requires damaging the entire vehicle's low-voltage wiring harness for verification testing, which not only damages the wiring harness but is also inconvenient.

[0077] To address the aforementioned issues, in one embodiment, please continue to refer to... Figure 1 The first low-voltage communication female module 40 and the first low-voltage communication male module 41 have at least eight signal lines, among which a CAN signal serial port module 801 is set between two signal lines to receive messages from the electric vehicle and the high-voltage electronic control integrated assembly. Specifically, the CAN signal serial port module 801 can be set on the top of the housing 10. During the CDU phase loss test using the phase loss test fixture, the CAN signal serial port module 801 is connected to the host computer, and the received messages from the vehicle and CDU are parsed by the host computer software. The data information of the vehicle and CDU can be monitored in real time, which can visualize and structure the data flow of the vehicle's internal communication network, facilitating fault diagnosis.

[0078] It should be noted that in other embodiments, in order to facilitate connection to the host computer, the CAN signal serial port module 801 can also be set in other parts of the housing 10, all of which are within the protection scope of this application.

[0079] In one embodiment, please continue to refer to Figure 1The phase loss test fixture also includes a first detection channel 901, a second detection channel 902, a third detection channel 903, a fourth detection channel 904, a fifth detection channel 905, and a sixth detection channel 906. The detection area of ​​the low-voltage connection harness between the vehicle-side charging port and the CDU includes at least the above-mentioned detection channels. The first detection channel 901 to the sixth detection channel 906 can be located on the top of the housing 10 for easy connection to external testing instruments.

[0080] Specifically, the first detection channel 901 is connected to a signal line for detecting a charging connection confirmation signal; the first detection channel 901 can be a high-voltage cable connection confirmation detection port. The second detection channel 902 is connected to a signal line for detecting a charging power confirmation signal; the second detection channel 902 can be a charging power confirmation detection port. The third detection channel 903 is connected to a signal line for detecting a DC-DC hard-wired wake-up input signal; the third detection channel 903 can be a DC-DC hard-wired wake-up input detection port, i.e., a DC-DC enable signal detection port. The fourth detection channel 904 is connected to a signal line for detecting a low-voltage wiring harness connection confirmation signal; the fourth detection channel 904 can be a low-voltage wiring harness connection confirmation detection port. The fifth detection channel 905 is connected to a signal line for detecting an on-board charger wake-up output signal; the fifth detection channel 905 can be an OBC wake-up output detection port. The sixth detection channel 906 is connected to a signal line for grounding; the sixth detection channel 906 can be a grounding detection port. The first detection channel 901 to the sixth detection channel 906 may each include a pin header connected in parallel with the corresponding signal line. During testing, an external testing instrument can be connected to detect key parameters such as continuity, voltage, and resistance of the low-voltage connection harness between the vehicle-side charging port and the CDU.

[0081] By setting an integrated low-voltage communication detection area on the low-voltage connection harness between the vehicle's charging port and the CDU, external testing instruments can be directly connected to test the continuity, voltage, resistance, and other related parameters of the corresponding low-voltage harness without damaging the signal at the end of the vehicle's low-voltage connection harness. This protects the integrity of the vehicle's low-voltage connection harness, eliminating the need to cut wires or damage the harness to perform the relevant parameter tests. It avoids harness damage caused by testing and reduces maintenance costs due to damage to the low-voltage harness.

[0082] As an example, the parameter detection of the fourth detection channel 904 is explained. After correctly connecting the phase loss test fixture between the vehicle-side charging port and the CDU, a multimeter is then connected to the fourth detection channel 904 to monitor the voltage value in real time, thereby determining the current continuity status of the low-voltage harness.

[0083] In one embodiment, please refer to Figure 5The phase loss test fixture also includes power connection channels for supplying power to the fixture. These power connection channels include a positive channel 907 and a negative channel 908. By connecting the power supplies corresponding to the positive channel 907 and the negative channel 908, power can be supplied to the phase loss test fixture to ensure its normal operation.

[0084] In one embodiment, a connection scenario between the phase loss test fixture and the vehicle-side charging port and CDU is specifically described. Specifically, the vehicle-side charging port has a second high-voltage male connector module and a second low-voltage communication male connector module. The second high-voltage male connector module is connected to a first high-voltage female connector module 30, thereby enabling the transmission of three-phase AC power from the vehicle-side charging port to the phase loss test fixture. The second low-voltage communication male connector module is connected to a first low-voltage communication female connector module 40, thereby enabling the connection of the low-voltage communication harness of the vehicle-side charging port to the phase loss test fixture. Thus, the connection between the phase loss test fixture and the vehicle-side charging port is established.

[0085] The electronic control integrated assembly has a second high-voltage plug-in female module and a second low-voltage communication female module. The second high-voltage plug-in female module is connected to the first high-voltage plug-in male module 31, thereby enabling the transmission of three-phase AC power from the phase loss test fixture to the CDU. The second low-voltage communication female module is connected to the first low-voltage communication male module 41, thereby enabling the connection of the low-voltage connection harness of the phase loss test fixture to the CDU. Thus, the connection between the phase loss test fixture and the CDU is established.

[0086] The phase loss testing fixture provided in this application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A phase loss testing fixture, characterized in that, The fixture is used to install between the vehicle's charging port and the electronic control integrated assembly for performing phase loss testing of the electronic control integrated assembly. The phase loss testing fixture includes: Shell (10); A control chip module (20) is disposed inside the housing (10); The first high-voltage plug-in female module (30) is disposed in the housing (10); The first high-voltage plug male module (31) is disposed in the housing (10) and is connected to the first high-voltage plug female module (30); A relay module is disposed in the housing (10). The relay module is located in the line between the first high voltage plug female module (30) and the first high voltage plug male module (31). The relay module controls the line between the first high voltage plug female module (30) and the first high voltage plug male module (31) to be disconnected through the control chip module (20). The first low-voltage communication mother module (40) is disposed in the housing (10); The first low-voltage communication male connector module (41) is disposed in the housing (10) and is signal connected to the first low-voltage communication female connector module (40).

2. The phase loss testing fixture according to claim 1, characterized in that, The phase loss test fixture also includes a control module (50), which is disposed on the housing (10) and electrically connected to the control chip module (20). The control chip module (20) can receive signals from the control module (50) to control the relay module to disconnect.

3. The phase loss testing fixture according to claim 2, characterized in that, There are four lines between the first high-voltage plug female module (30) and the first high-voltage plug male module (31). The relay module includes a first relay (601), a second relay (602), a third relay (603) and a fourth relay (604) respectively set on the four lines.

4. The phase loss testing fixture according to claim 3, characterized in that, The control module (50) is a touch screen display, which includes: The first touch area (501) is signal-connected to the first relay (601) to control the first relay (601) to disconnect; The second touch area (502) is signal-connected to the second relay (602) to control the second relay (602) to disconnect; The third touch area (503) is signal-connected to the third relay (603) to control the third relay (603) to disconnect; The fourth touch area (504) is signal-connected to the fourth relay (604) to control the fourth relay (604) to disconnect.

5. The phase loss testing fixture according to claim 4, characterized in that, The touch display screen also includes: The fifth touch area (505) is used to confirm the selection of the corresponding area when at least one of the first touch area (501), the second touch area (502), the third touch area (503) and the fourth touch area (504) is clicked, so that the control chip module (20) controls the relay on the corresponding line to disconnect. The sixth touch area (506) is used to enable the control chip module (20) to control the relay on the corresponding line to turn off after the test is completed, so as to restore the four lines between the first high voltage plug female module (30) and the first high voltage plug male module (31) to be reconnected.

6. The phase loss testing fixture according to claim 3, characterized in that, The control chip module (20) is provided with a freewheeling diode (701) and / or a filter capacitor (702) between it and the first relay (601), the second relay (602), the third relay (603), and the fourth relay (604).

7. The phase loss testing fixture according to claim 1, characterized in that, There are at least eight signal lines between the first low-voltage communication female module (40) and the first low-voltage communication male module (41), among which a CAN signal serial port module (801) is provided between two signal lines to receive messages from the electric vehicle and the high-voltage electronic control integrated assembly.

8. The phase loss testing fixture according to claim 7, characterized in that, The phase loss test fixture also includes: The first detection channel (901) is connected to a signal line for detecting a charging connection confirmation signal; and / or, The second detection channel (902) is connected to a signal line for detecting a charging power confirmation signal; and / or, The third detection channel (903) is connected to a signal line for detecting the DC-DC hard-wired wake-up input signal; and / or, The fourth detection channel (904) is connected to a signal line for detecting a low-voltage harness connection confirmation signal; and / or, The fifth detection channel (905) is connected to a signal line for detecting the on-board charger wake-up output signal; and / or, The sixth detection channel (906) is connected to a signal line for grounding.

9. The phase loss testing fixture according to claim 7, characterized in that, The phase loss test fixture also includes a power connection channel for supplying power to the phase loss test fixture. The power connection channel includes a positive channel (907) and a negative channel (908).

10. The phase loss testing fixture according to claim 1, characterized in that, The vehicle-side charging port has a second high-voltage male connector module and a second low-voltage communication male connector module. The second high-voltage male connector module is connected to the first high-voltage female connector module (30), and the second low-voltage communication male connector module is connected to the first low-voltage communication female connector module (40); and / or, The electronic control integrated assembly has a second high-voltage plug female module and a second low-voltage communication female module. The second high-voltage plug female module is connected to the first high-voltage plug male module (31), and the second low-voltage communication female module is connected to the first low-voltage communication male module (41).

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