CN111176258A - Testing method of motor controller for electric automobile - Google Patents
Testing method of motor controller for electric automobile Download PDFInfo
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- CN111176258A CN111176258A CN201911408340.7A CN201911408340A CN111176258A CN 111176258 A CN111176258 A CN 111176258A CN 201911408340 A CN201911408340 A CN 201911408340A CN 111176258 A CN111176258 A CN 111176258A
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0208—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the configuration of the monitoring system
- G05B23/0213—Modular or universal configuration of the monitoring system, e.g. monitoring system having modules that may be combined to build monitoring program; monitoring system that can be applied to legacy systems; adaptable monitoring system; using different communication protocols
Abstract
The invention discloses a method for testing a motor controller for an electric automobile, which is characterized by comprising the following steps of: s1, performing bench test on the motor controller, judging whether the motor controller meets preset indexes, if so, performing S2, and if not, judging that the motor controller is unqualified in function acceptance; s2, installing the motor controller in the electric automobile, respectively testing under various working conditions, and judging whether the motor controller meets the test standard; and S3, if the motor controller meets the test standard, judging that the motor controller is qualified in function acceptance. The reliability of the motor controller is detected through a system comprehensive test.
Description
Technical Field
The invention belongs to the technical field of production and processing of new energy electric automobiles, and particularly relates to a test method of a motor controller for an electric automobile.
Background
Automobiles, as a vehicle, play a very important role in modern industrial society. With the increasing of the automobile reserves and the increasing demand of people on new energy automobiles, the new energy electric automobile is taken as an industry development direction, and a technology of realizing a long driving range is widely concerned.
At present, pure electric vehicles are mainly limited by the development of batteries, the driving range cannot be qualitatively improved due to the high energy density and the working state and service life of the batteries under extreme environments, and hybrid electric vehicles are coupled with the high-efficiency area of the motor through the high-efficiency area of the engine, so that the oil consumption of the engine is reduced, belong to relatively fit transition products and are finally replaced by the pure electric vehicles. With the technology of pure electric vehicles becoming more mature, as a new energy source and a demand based on sustainable development, China has reduced 50% subsidies in the subsidy policy, and along with the subsidy moving back, the technology maturity determines the continuity of products, and the motor controller of the pure electric vehicle mainly plays a role in controlling a driving system to enable wheels to achieve the functions of moving forward and moving back, how to adopt a reasonable motor controller acceptance test method can enable the vehicle to have less safety failure rate, enhance the confidence of users in using the electric vehicle to replace the traditional gasoline power vehicle, and improve the application prospect of the electric vehicle to become the focus of the development of the electric vehicle industry.
Based on the technical scheme, the invention provides an improvement on the motor controller acceptance test technology.
Disclosure of Invention
The invention aims to solve the problems of low use safety and poor quality reliability of the conventional pure electric vehicle, and provides a method for testing a motor controller for the electric vehicle, which is used for detecting the reliability of the motor controller through systematic comprehensive test.
In order to achieve the purpose, the invention adopts the following technical scheme:
a testing method of a motor controller for an electric automobile comprises the following steps:
s1, performing bench test on the motor controller, judging whether the motor controller meets preset indexes, if so, performing S2, and if not, judging that the motor controller is unqualified in function acceptance;
s2, installing the motor controller in the electric automobile, respectively testing under various working conditions, and judging whether the motor controller meets the test standard;
and S3, if the motor controller meets the test standard, judging that the motor controller is qualified in function acceptance.
The motor controller in the electric vehicle mainly controls the driving system to enable the wheels to achieve the functions of advancing and retreating, reasonable acceptance test is conducted on the motor controller through the method, the reliability of the functions of the motor controller is guaranteed, the fault rate of the electric vehicle is further reduced, and the driving safety of a user is facilitated.
Further, the bench test in step S1 is to place a single motor controller on a test bench, test the motor speed, the torque response time, and the control accuracy, and determine whether the motor speed, the torque response time, and the control accuracy meet preset criteria.
Further, the testing of the multiple operating conditions in step S2 includes a point inspection test, a scenario test, a special operating condition test, and a multi-user test.
Furthermore, the point inspection test comprises a network communication test, an active discharge test, a working mode switching test, an anti-slope-sliding test and an anti-shake test.
Furthermore, the scene test comprises a hundred kilometers acceleration test, a bumpy road surface driving test, a low-power acceleration test, a frequent ascending and descending test, an R gear starting test, a starting and N gear engaging test, a frequent acceleration test, a hill-holding and N gear engaging test, a sharp turning condition test, an SOC whole-course section test, a rapid acceleration and rapid deceleration test, a high-speed variable condition test, a Regen test and a rapid power-on and power-off test in the driving process.
The special working condition tests comprise a long slope descending test, a wet or ice-snow road surface test, a bank ascending test, a long slope test and different accelerator tests at different speeds.
Furthermore, the multi-user test comprises acceleration and deceleration working condition testing, congestion following, rapid acceleration, stopping, high-speed variable working condition testing, long-mileage working condition testing, long-slope braking testing, standard-slope D-grade braking testing, standard-slope P-grade braking testing and Moganshan working condition testing.
Furthermore, the multi-user test is performed by at least 3 drivers for one test operation, and if the test standards are met for 3 times, the multi-user test function is judged to be qualified.
Compared with the prior art, the invention has the beneficial effects that: by the acceptance check of the method, whether the basic functions of the motor controller for the electric automobile are qualified or not and whether the control function can be realized when the motor controller is applied to the electric automobile in use under the actual road condition or not are effectively determined, so that the functional detection acceptance check of the motor controller is qualified, the safety and reliability of the use of the electric automobile are further ensured, and the technical support is provided for the sustainable development of a new energy industry in the electric automobile industry.
Drawings
Fig. 1 is a schematic flow chart of a method for testing a motor controller for an electric vehicle.
Detailed Description
The technical scheme of the invention is further described and illustrated by specific embodiments below, so that the technical scheme is clearer and more obvious. Other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure herein. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention.
The embodiment discloses a method for testing a motor controller for an electric automobile, which comprises the following steps:
s1, performing bench test on the motor controller, judging whether the motor controller meets preset indexes, if so, performing S2, and if not, judging that the motor controller is unqualified in function acceptance;
s2, installing the motor controller in the whole vehicle environment, namely the electric vehicle, respectively testing under various working conditions, and judging whether the motor controller meets the test standard;
and S3, if the motor controller meets the test standard, judging that the motor controller is qualified in function acceptance.
The bench test in step S1 of this embodiment specifically includes:
and placing a single motor controller on a test bed, testing the response time and control precision of the motor rotating speed and torque, and judging whether the response time and the control precision meet preset indexes.
The preset index refers to a numerical range preset in the production and manufacturing process of the motor controller for meeting the use requirement of the motor controller on the electric automobile, such as the set rated rotating speed, the fastest and latest response time, the range of control precision and the like.
In step S2, the test of the plurality of operating conditions includes a plurality of preset operating conditions: point inspection test, scene test, special working condition test and multi-user test.
The test standard is that the test standard accords with the regulations of the automobile industry, the action switching is carried out in the process that the automobile runs in different environments and on different road surfaces, the safety standard of the automobile running is accorded with, such as the response time of control action and the action control reliability, meanwhile, the integral automobile does not have visual or visual mechanical faults (such as the conditions that the automobile is flameout and cannot be started, smoke is generated and the like and the normal running is influenced) or the integral automobile controller of the electric automobile does not detect the faults and does not give out an alarm.
The point inspection test of the first step comprises a network communication test, an active discharge test, a working mode switching test, an anti-slope-sliding test and an anti-shake test. The spot inspection test is as follows:
1. the network communication test method comprises the following steps: checking the communication of the whole vehicle network by using the PCAN-explorer;
2. and (3) active discharge testing: powering off the whole vehicle KEYON after not Ready, powering off the whole vehicle KEYON again, charging the KEY ON and then pulling out the gun for testing, and quickly powering ON and powering off;
3. and (3) switching the working modes: mode switching during vehicle running, mode switching during slope parking and quick power on and off;
4. and (4) testing slope slipping prevention: d gear slope stopping capability test, R gear slope stopping capability test, starting and stepping on an accelerator suddenly after slope stopping;
5. anti-shake optimization test: the method comprises the following steps of parking and electricity test after driving, gear quick switching during slope parking, quick acceleration, acceleration and deceleration, crawling and mode switching.
By checking that the network communication is smooth, the power-on and power-off response is rapid, the mode switching response is rapid, the slope slipping prevention effect is good, and the function is judged to be qualified if no shaking phenomenon exists in the driving conversion process.
Wherein, the scene test comprises: hundred kilometers acceleration test, bumpy road surface driving test, low-power acceleration test, frequent up-down slope test, R gear starting test, starting and N gear engaging test, frequent acceleration test, slope engaging N gear engaging test, sharp turning condition test, SOC whole-course section test, rapid acceleration and rapid deceleration, high-speed variable condition test, Regen test and rapid up-down electrical test in the driving process. The scene test is as follows:
1. hundred kilometers acceleration: accelerating the vehicle at a static full throttle by 0-100 km/h, and testing the acceleration time of hundreds of kilometers;
2. bumpy road surface: 1. the middle speed is accelerated to 15, and the road section is stably opened at a constant speed; 2. fully accelerating to 20, and stably opening the road section at a constant speed; 3. the speed per hour is 20-0 for full braking, the speed per hour is 0-20 for full acceleration, and the stability is more than 5 s;
3. low SOC (State of Charge) acceleration: the SOC is consumed to be 5%, the full accelerator acceleration is started in a low-speed state (20 km/h), the full accelerator acceleration is accelerated to the highest speed, and the full accelerator is stabilized for 5-10 s;
4. frequent uphill and downhill testing: 1. when the speed is increased to 10, the vehicle ascends a slope, climbs over the slope, runs down the slope and is connected with N gears, runs down the slope bottom and is connected with D gears and full of throttle to accelerate the vehicle to pass through a deceleration strip (a new factory has a deceleration strip); 2. accelerating to 10 upslope, then stopping the slope, and after stabilizing for 5s, engaging R gear to reverse and descend;
5. and (3) R gear starting test: 1. accelerating the R gear to reverse to 40 (the vehicle speed is based on the safe vehicle speed), stabilizing for 3s, and then fully braking 40-0;
the R gear is provided with a large-turning steering wheel, and the middle speed is accelerated to 15 for backing; 3. accelerating to 10 vehicle speeds to ascend on a slope in the R gear;
6. starting and engaging the N gear: after the vehicle is accelerated to the current highest vehicle speed, the vehicle is shifted to the N gear, after 3-5 s, the vehicle is shifted to the D gear, and after the vehicle is accelerated to the highest vehicle speed by the full throttle, the vehicle is shifted to the N gear again;
7. frequent accelerated testing: 1. the speed per hour is fully accelerated at 5-40 seconds, kept for 10 seconds after stabilization, fully accelerated at 40-80 seconds and kept for 10 seconds after stabilization; 2. the speed per hour is fully reduced by 80-40 seconds, and after the speed per hour is stabilized for 5 seconds, the speed per hour is fully increased by 40-80 seconds and is stabilized for 10 seconds; 3. the speed per hour is accelerated at 80-100 completely, and after the speed per hour is stabilized for 5 seconds, the speed per hour is decelerated at 100-80 completely and is stabilized for 10 seconds;
8. and (3) testing the slope parking gear N: 1. after the slope climbing test is successful, the N gear is engaged; 2. after the downhill test is successful, the N gear is engaged;
9. testing a sharp turning working condition: performing a sharp turn test around the splayed letter, and keeping the speed per hour at 15-20;
10. and (3) rapidly accelerating and rapidly decelerating the SOC whole-course section: 5-30 full acceleration per hour, 30-60 full acceleration per hour after 3s of stabilization, 60-40 full deceleration per hour after 3s of stabilization, 40-70 full acceleration per hour after 3s of stabilization, 70-50 full deceleration per hour after 3s of stabilization, 50-80 full acceleration per hour after 3s of stabilization, 80-60 full deceleration per hour after 3s of stabilization, 60-90 full acceleration per hour after 3s of stabilization, 90-70 full deceleration per hour after 3s of stabilization, 70-100 full acceleration per hour after 3s of stabilization, and 100-0 full deceleration per hour after 3s of stabilization;
11. high-speed variable working condition: 1. fully accelerating to 80, stabilizing for 3s, then braking for 80-60, stabilizing for 3s, fully accelerating for 60-100, stabilizing for 3s, braking for 100-80, stabilizing for 3s, fully accelerating for 80-120, stabilizing for 3s, and braking for 120-100; full acceleration of 100-maximum vehicle speed, after stabilizing for 3s, medium braking to 80, running for 1km,2, medium acceleration to 80, after stabilizing for 3s, medium braking of 80-60, after stabilizing for 3s, medium acceleration of 60-100, after stabilizing for 3s, medium braking of 100-80, after stabilizing for 3s, medium acceleration of 80-120, after stabilizing for 3s, and medium braking of 120-100; medium acceleration is 100-the highest speed, after the vehicle is stabilized for 3s, the vehicle is braked to 80 in the middle, and the vehicle runs for 1 km;
12. regen test: 1. accelerating for 0-15 seconds, releasing the throttle after stabilizing for 5 seconds, and sliding to a crawling speed; 2. accelerating for 0-30 seconds, releasing the throttle after stabilizing for 5 seconds, and sliding to a crawling speed; 3. after the medium acceleration is 0-50 and the stability is 5s, the accelerator is released and the vehicle slides to the crawling vehicle speed; 4. the speed is accelerated for 0 to 70 seconds, after the speed is stabilized for 5 seconds, the accelerator is released, and the vehicle slides to the crawling vehicle speed; 5. accelerating for 0-100 seconds, releasing the throttle after stabilizing for 5 seconds, and sliding to a crawling speed; 6. accelerating for 0-120 seconds, releasing the throttle after stabilizing for 5 seconds, and sliding to a crawling speed; 7. the speed is accelerated by 0 to the highest speed, after the speed is stabilized for 5s, the throttle is released, and the vehicle slides to the crawling vehicle speed;
13. the power is quickly turned on or off in the driving process: 1. when the vehicle runs to 60km/h, the N gear is engaged, and the vehicle is quickly powered off and electrified; 2. when the vehicle runs to 40km/h, the N gear is engaged, and the vehicle is quickly powered off and electrified; 3. when the vehicle runs to 20km/h, the N gear is engaged, and the vehicle is quickly powered off and electrified; 4. when the vehicle runs to 10km/h, the N gear is engaged, and the vehicle is quickly powered off and electrified; each operating condition was 5 times.
Wherein, the special working condition test comprises the following steps: the method comprises the following steps of long slope descending test, wet and slippery or ice and snow road surface test, ridge ascending test, long slope test and different accelerator tests at different speeds. The special working condition test is as follows:
1. and (3) testing the downward long slope: 1. downhill, moderate up to 80 and kept downhill by braking; 2. in downhill, the vehicle speed remains 50 downhill; 3. continuously carrying out snubbing after the speed is 5-20 per hour when the slope is downward, wherein the time interval is 3-5 s until the slope bottom is reached;
2. wet skid or ice snow road surface test (winter test): 5-30 full acceleration per hour, 30-60 full acceleration per hour after 3s of stabilization, 60-40 full deceleration per hour after 3s of stabilization, 40-70 full acceleration per hour after 3s of stabilization, 70-50 full deceleration per hour after 3s of stabilization, 50-80 full acceleration per hour after 3s of stabilization, 80-60 full deceleration per hour after 3s of stabilization, 60-90 full acceleration per hour after 3s of stabilization, 90-70 full deceleration per hour after 3s of stabilization, 70-100 full acceleration per hour after 3s of stabilization, 100-130 full acceleration per hour after 3s of stabilization, 130-110 full deceleration per hour after 3s of stabilization, 110-150 full acceleration per hour after 3s of stabilization, and 150-0 full deceleration per hour after 3s of stabilization. The vehicle runs under the safe speed according to the actual condition;
3. and (4) testing the upper threshold: the front tires of the vehicle are respectively provided with a stone or stone rank with the height of 20cm and the length of 3 times larger than the width of the tire, and whether the vehicle can be pressed is tested;
4. and (3) long slope testing: 1. full-speed acceleration to the top of the slope is carried out under the full-load working condition on a relatively long slope (preferably more than 200M); 2. fully accelerating to the highest speed under the full-load working condition on a relatively long ramp, then engaging N gear, and then engaging D gear to the top of the ramp; 3. keeping the vehicle speed of 50, 60, 70 and 80 to run to the top of the slope;
5. testing different throttles at different speeds:
1) the vehicle is accelerated to 10km/h when standing still, after the vehicle runs to the highest speed below an accelerator with the accelerator opening of 10 percent after running at a constant speed, the mode of the vehicle is switched by the throttle release door for 3-5 s, the vehicle enters the mode switching by the throttle release door for 3-5 s after the vehicle runs to the highest speed below the accelerator with the accelerator opening of 20 percent, the vehicle enters the mode switching by the throttle release door for 3-5 s after the vehicle continues to run to the highest speed below the accelerator with the accelerator opening of 30 percent, the vehicle enters the mode switching … until the vehicle runs to the highest speed below the accelerator with the accelerator opening of 100 percent, and the vehicle runs to be static by the throttle release door;
2) the vehicle is accelerated to 20km/h at rest, and the test … is carried out under the same condition as 1
3) The vehicle is accelerated to 30km/h at rest, and the test … is carried out under the same condition as 1
n), vehicle stationary acceleration to maximum speed, test … was performed as before under 1
The specific number of n times can be set differently according to different vehicle motor powers.
Wherein, the multi-user test comprises: the method comprises the following steps of testing the working conditions of acceleration and deceleration, vehicle following congestion, rapid acceleration, stopping, high-speed variable working conditions, long-mileage working conditions, long-slope braking, standard-slope D-grade braking, standard-slope P-grade braking and Mogan mountain working conditions, wherein the working conditions cover urban, suburban, high-speed, slope and mountain scene environments. The method comprises the following specific steps:
1. acceleration and deceleration working conditions: the speed per hour is 0-30 rapid acceleration, the speed per hour is 30 uniform speed, the speed per hour is 30-5 rapid deceleration, the speed per hour is 5-30 rapid acceleration, the speed per hour is 30 uniform speed, the speed per hour is 30-0 rapid stop, then the rapid acceleration is kept for about 2 seconds and 0-30, and the speed per hour is kept for 5 seconds after 30 uniform speed;
2. congestion and car following: the speed per hour is 5-15, the vehicle runs on an actual road, and the distance is more than 50 m;
3. rapid acceleration: accelerating rapidly at the speed of 5-30 seconds, maintaining for 10 seconds after stabilization, accelerating rapidly at the speed of 30-60 seconds, maintaining for 10 seconds and decelerating rapidly at the speed of 60-30 seconds after stabilization, accelerating rapidly at the speed of 30-60 seconds after stabilization for 10 seconds;
4. stopping the walking: parking P gear, vehicle idling, D gear, light acceleration to 20, full braking to 0, medium acceleration to 60, medium braking to 0, medium acceleration to 60, light braking to 0, medium acceleration to 70, light braking to 0, medium acceleration to 60, medium braking to 0, medium acceleration to 80, light braking to 0, medium acceleration to 80, medium braking to 0;
5. high-speed variable working condition: medium acceleration of 0-75, running of 400m, light braking of 75-55, running of 200m, medium braking of 55-0, full accelerator acceleration of 100, running of 1km, light braking of 80, running of 500m, full accelerator acceleration of 100, running of 1km, light braking of 75, sliding of 55 and maintaining, running of 1.5km, light braking of 0, full accelerator acceleration of 100, running of 2km, light braking of 80, running of 500m, full accelerator of 100, running of 1km, light braking of 55 and maintaining, and light braking of 0 after running of 1 km;
6. long-mileage working condition: stopping at a starting point, idling, stepping down on a brake, engaging a D gear and accelerating a full accelerator to 100; keeping running for 2km, lightly braking to 80, running at a constant speed for 1.5km, accelerating to 100 under full throttle, keeping running for 2km, lightly braking to 50, then accelerating to 90 under middle braking to 60, then accelerating to 100 under full throttle, keeping running for 2km, sliding to 80, and keeping running for 1km, and lightly braking to 0;
7. braking on a long slope: entering an entrance of a long-slope bridge, braking and stopping at the bottom of a slope, parking, releasing parking, engaging a D gear, performing intermediate acceleration to 35 upslope, accelerating upslope with a full accelerator and performing light braking, braking and stopping at the top of the slope and downslope, performing intermediate acceleration to 75, performing intermediate braking to 40, keeping 40 downslope, turning around and parking at the bottom of the slope, releasing parking, engaging the D gear, performing intermediate acceleration to 35 upslope, accelerating upslope with the full accelerator and performing light braking, braking and stopping at the top of the slope and downslope, performing intermediate acceleration to 75, performing intermediate braking to 40, and keeping the speed to stop at the bottom of the downslope;
8. braking on a standard slope D gear: starting on the slope bottom, accelerating to 10 in the middle, braking and stopping in the middle of the slope, stepping on a brake pedal, keeping a gear position D, releasing the brake, accelerating an intermediate oil door to 10, stopping on the slope top, descending a slope of the D gear, accelerating the intermediate oil door to 10, stopping in the middle of the slope, stepping on the brake pedal, keeping the gear position D, releasing the brake, accelerating the intermediate oil door to 10, and turning around when the slope bottom stops;
9. braking on a standard slope P gear: starting on the slope bottom, accelerating to 10 in the middle, braking and stopping in the middle of the slope, locking P gear and stopping, releasing parking brake, driving with D gear, stopping on the slope top, descending the slope with D gear, accelerating to 10 in the middle of the slope, braking and stopping in the middle of the slope, locking P gear and stopping, releasing parking brake, driving with D gear, and turning around when the vehicle is stopped on the slope bottom;
10. moganshan working condition: and testing the mountain road circulation condition.
Preferably, in the multi-user test of the present embodiment, multiple users are at least 3 drivers, and each test operation is performed once, and if all 3 times of tests meet the test standard, it is determined that the multi-user test function for the motor controller is acceptable.
The reliability of the control function of the motor controller is comprehensively tested and accepted through the point inspection test, the scene test, the special working condition test and the multi-user test method, and the motor controller function acceptance work is completed.
The above is the preferred embodiment of the present invention, and the scope of the present invention is not limited thereto, and variations and modifications made by those skilled in the art according to the design concept of the present invention should be considered to be within the scope of the present invention. More specifically, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, other uses will also be apparent to those skilled in the art.
Claims (8)
1. A testing method of a motor controller for an electric automobile is characterized by comprising the following steps:
s1, performing bench test on the motor controller, judging whether the motor controller meets preset indexes, if so, performing S2, and if not, judging that the motor controller is unqualified in function acceptance;
s2, installing the motor controller in the electric automobile, respectively testing under various working conditions, and judging whether the motor controller meets the test standard;
and S3, if the motor controller meets the test standard, judging that the motor controller is qualified in function acceptance.
2. The method of claim 1, wherein the bench test in step S1 is specifically as follows:
and placing a single motor controller on a test bed, testing the response time and control precision of the motor rotating speed and torque, and judging whether the response time and the control precision meet preset indexes.
3. The method for testing the motor controller of the electric vehicle according to claim 1 or 2, wherein the testing of the plurality of conditions in step S2 includes a point inspection test, a scene test, a special condition test and a multi-user test.
4. The method as claimed in claim 3, wherein the point inspection test includes a network communication test, an active discharge test, an operation mode switching test, an anti-creep test, and an anti-shake test.
5. The method for testing the motor controller for the electric automobile according to claim 3, wherein the scene test comprises a hundred kilometers acceleration test, a bumpy road running test, a low-power acceleration test, a frequent up-down slope test, an R gear starting test, a starting and N gear-engaging test, a frequent acceleration test, a hill-holding and N gear-engaging test, a sharp turning condition test, an SOC whole-course section test, a rapid acceleration and rapid deceleration test, a high-speed variable condition test, a Regen test and a rapid power-on and power-off test in the running process.
6. The method for testing the motor controller for the electric automobile according to claim 3, wherein the special working condition tests comprise a downhill long slope test, a wet or icy road test, a threshold test, a long slope test, and different accelerator tests at different speeds.
7. The method for testing the motor controller of the electric automobile according to claim 3, wherein the multi-user test comprises acceleration and deceleration conditions, congestion following, rapid acceleration, stop, high-speed changing conditions, long-mileage conditions, long-slope braking, standard-slope D-gear braking, standard-slope P-gear braking and Moganshan condition tests.
8. The method according to claim 3 or 7, wherein the multi-user test is performed by at least 3 drivers for one test operation, and if the test criteria are met for 3 times, the multi-user test function is determined to be acceptable.
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| CN114115183A (en) * | 2021-11-15 | 2022-03-01 | 合众新能源汽车有限公司 | Monitoring system and method capable of assembling motor controller |
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