CN220399597U

CN220399597U - BMS test system and analog circuit thereof

Info

Publication number: CN220399597U
Application number: CN202321354367.4U
Authority: CN
Inventors: 林润生
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-05-30
Filing date: 2023-05-30
Publication date: 2024-01-26
Anticipated expiration: 2033-05-30

Abstract

The utility model discloses a BMS test system and an analog circuit thereof, wherein the analog circuit of the BMS test system comprises a first variable direct current power supply, a first switch, a second variable direct current power supply, a second switch, a third variable direct current power supply, a third switch and a fourth switch; the high-voltage simulation mode provided by the technical scheme can be separated from the whole vehicle environment, and faults can be simulated by only establishing communication between the BMS and the HIL rack and controlling voltage and relay action through the HIL rack, so that the testing efficiency is improved, more fault scenes and use scenes are covered, battery pack project tests with different nominal voltages are compatible, and the battery pack test system has expansibility and universality.

Description

BMS test system and analog circuit thereof

Technical Field

The utility model relates to the technical field of battery management systems, in particular to a BMS test system and an analog circuit thereof.

Background

The pure electric vehicle and the hybrid electric vehicle are provided with BMS (Battery management system ), the battery management system needs to be subjected to performance test, the performance of the battery management system is tested on the whole vehicle, various relay faults and different switch combinations cannot be realized, and a high voltage value cannot be given at will. In the prior art, a BMS HIL (Hardware-in-the-Loop) test is generally adopted for carrying out Hardware test, the application scene of the existing BMS test system is single, most faults possibly occurring in the whole vehicle cannot be completely simulated, the coverage rate of the test scene is affected, and hidden danger is caused to fault diagnosis of the BMS on the whole vehicle.

Disclosure of Invention

The embodiment of the utility model provides a BMS test system and a simulation circuit thereof, which are used for solving the problems that in the prior art, the application scene of the BMS test system is single, most faults possibly occurring in the whole vehicle cannot be completely simulated, the coverage rate of the test scene is affected, and hidden danger is caused to the fault diagnosis of the BMS on the whole vehicle.

A first aspect of an embodiment of the present utility model provides an analog circuit of a BMS test system, the analog circuit including:

the first variable direct current power supply is used for outputting different voltage values, and the negative electrode end of the first variable direct current power supply is connected with the BMS;

a first switch, a first end of which is connected with the positive electrode end of the first variable DC power supply, and a second end of which is connected with the BMS;

the second variable direct current power supply is used for outputting the discharge voltage value of the battery pack;

the first end of the second switch is connected with the positive electrode end of the second variable direct current power supply, and the second end of the second switch is connected with the BMS;

the third variable direct current power supply is used for outputting the charging voltage value of the battery pack;

the first end of the third switch is connected with the positive electrode end of the third variable direct current power supply, and the second end of the third switch is connected with the BMS;

and a first end of the fourth switch is connected with the negative electrode end of the first variable direct current power supply, the negative electrode end of the second variable direct current power supply and the negative electrode end of the third variable direct current power supply, and a second end of the fourth switch is connected with the BMS.

Preferably, the first variable direct current power supply outputs a first voltage value according to a control signal to simulate that the vehicle battery pack is in a normal state, and the first switch is turned on or off according to the control signal to simulate that the high-voltage fuse is turned on or blown, wherein the first voltage value is in a normal voltage range of the vehicle battery pack;

or the first variable direct current power supply outputs a second voltage value according to the control signal so as to simulate that the vehicle battery pack is in an under-voltage state, and the first switch is turned on or off according to the control signal so as to simulate that the high-voltage fuse is turned on or fused, wherein the second voltage value is smaller than the minimum voltage value in the normal voltage range of the vehicle battery pack;

or the first variable direct current power supply outputs a third voltage value according to the control signal so as to simulate the overvoltage state of the vehicle battery pack, and the first switch is turned on or turned off according to the control signal so as to simulate the on or the fusing of the high-voltage fuse, wherein the third voltage value is larger than the maximum voltage value in the normal voltage range of the vehicle battery pack.

Preferably, the first variable dc power supply includes a plurality of dc power supplies, each of which outputs a different voltage value to simulate a state in which voltages of the vehicle battery packs are abnormal with each other, and the first switch is turned on or off according to a control signal to simulate the high voltage fuse to be turned on or blown.

Preferably, when the analog circuit simulates a high-voltage power-on process, the second variable direct current power-on analog vehicle battery pack, and the second switch and the fourth switch are simultaneously turned on according to a control signal so as to simulate a normal state of high-voltage power-on of the whole vehicle.

Preferably, the second switch and the fourth switch receive the conduction control signal again when in a conduction state so as to simulate a switch adhesion fault in a high-voltage power-on fault state of the whole vehicle;

or the second switch and the fourth switch are turned off according to at least one of control signals so as to simulate that the switch in the high-voltage power-on fault state of the whole vehicle cannot be turned on.

Preferably, when the analog circuit simulates a high-voltage power down process, the second variable direct current power simulates a vehicle battery pack, and the second switch and the fourth switch are simultaneously turned off according to a control signal so as to simulate a normal state of the high-voltage power down of the whole vehicle.

Preferably, the second variable direct current power supply simulates a vehicle battery pack power supply state, and the second switch and the fourth switch are conducted according to at least one control signal so as to simulate that a switch in a high-voltage power-down fault state of the whole vehicle cannot break;

or the second switch and the fourth switch are delayed to be disconnected according to the control signal so as to simulate the switch adhesion fault in the high-voltage power-down fault state of the whole vehicle.

Preferably, when the analog circuit simulates a charging process, the third variable direct current power simulates a vehicle battery pack output voltage, the third switch and the fourth switch are simultaneously turned on according to a control signal to simulate a vehicle battery pack starting charging state, and the third switch and the fourth switch are simultaneously turned off or turned off according to the control signal to simulate a vehicle battery pack stopping charging state.

Preferably, the third variable direct current power supply simulates a state to be charged of the vehicle battery pack, and the third switch and the fourth switch receive the conduction control signal again when in a conduction state so as to simulate a switch adhesion fault in a charging fault state of the vehicle battery pack;

alternatively, the third switch and the fourth switch are maintained in an off state according to at least one of control signals to simulate an unclosed fault in a vehicle battery pack charge fault state.

A second aspect of the embodiment of the present utility model provides a BMS test system, where the BMS test system includes a BMS, an HIL rack, and a controller, where the HIL rack includes the analog circuit of the first aspect, and the controller is connected to the control end of the first variable dc power supply, the control end of the second variable dc power supply, the control end of the third variable dc power supply, the control end of the first switch, the control end of the second switch, the control end of the third switch, and the control end of the fourth switch, respectively.

The technical effects of the embodiment of the utility model are as follows: through setting up three routes analog circuit, change output voltage value and set up the break-make of relay, simulate the battery package of different nominal voltage and go up the power down process, introduce different voltages and set up the relevant trouble of relay simultaneously to verify the trouble that the logic and relay adhesion or can not be closed about BMS. The high-voltage simulation mode provided by the embodiment can be separated from the whole vehicle environment, and faults can be simulated by only establishing communication between the BMS and the HIL rack and controlling voltage and relay action through the HIL rack, so that the testing efficiency is improved, more fault scenes and use scenes are covered, and the battery pack project tests with different nominal voltages are compatible.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the description of the embodiments of the present utility model will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of an analog circuit of a BMS test system according to an embodiment of the present utility model;

fig. 2 is a schematic structural diagram of a BMS test system according to a first embodiment of the present utility model;

in the figure: 101. a first variable DC power supply; 102. a first switch; 103. a second variable DC power supply; 104. a second switch; 105. a third variable DC power supply; 106. a third switch; 107. a fourth switch; 108. BMS; 100. a HIL rack; 110. and a controller.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be understood that the present utility model may be embodied in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the utility model to those skilled in the art. In the drawings, the dimensions and relative dimensions of layers and regions may be exaggerated for the same elements throughout for clarity.

It will be understood that when an element or layer is referred to as being "on" …, "" adjacent to "…," "connected to" or "coupled to" another element or layer, it can be directly on, adjacent to, connected to or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on" …, "" directly adjacent to "…," "directly connected to" or "directly coupled to" another element or layer, there are no intervening elements or layers present. It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the present utility model.

Spatially relative terms, such as "under …," "under …," "below," "under …," "above …," "above," and the like, may be used herein for ease of description to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use and operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "under" or "beneath" other elements would then be oriented "on" the other elements or features. Thus, the exemplary terms "under …" and "under …" may include both an upper and a lower orientation. The device may be otherwise oriented (rotated 90 degrees or other orientations) and the spatially relative descriptors used herein interpreted accordingly.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of the associated listed items.

In the following description, for the purpose of providing a thorough understanding of the present utility model, detailed structures and steps are presented in order to illustrate the technical solution presented by the present utility model. Preferred embodiments of the present utility model are described in detail below, however, the present utility model may have other embodiments in addition to these detailed descriptions.

Example 1

The embodiment of the utility model provides an analog circuit of a BMS test system, which aims to solve the problems that in the prior art, the application scene of the BMS test system is single, most faults possibly occurring in the whole vehicle cannot be completely simulated, the coverage rate of the test scene is affected, and hidden danger is caused to fault diagnosis of the BMS on the whole vehicle.

According to a first technical scheme provided by the embodiment of the utility model, as shown in fig. 1, an analog circuit of a BMS test system comprises:

the first variable direct current power supply 101 is used for outputting different voltage values, and the negative electrode end of the first variable direct current power supply is connected with the BMS108;

a first switch 102 having a first terminal connected to the positive terminal of the first variable dc power source 101 and a second terminal connected to the BMS108;

a second variable direct current power supply 103 for outputting a voltage value of the battery pack;

a second switch 104 having a first terminal connected to the positive terminal of the second variable dc power supply 103 and a second terminal connected to the BMS108;

a third variable direct current power supply 105;

a third switch 106 having a first terminal connected to the positive terminal of the third variable dc power source 105 and a second terminal connected to the BMS108;

the fourth switch 107 has a first terminal connected to the negative terminal of the first variable dc power supply 101, the negative terminal of the second variable dc power supply 103, and the negative terminal of the third variable dc power supply 105, and a second terminal connected to the BMS108.

The first variable direct current power supply 101, the first switch 102 and the BMS108 form a first analog circuit, the first switch 102 connected in series with the first variable direct current power supply 101 is normally closed, the circuit can simulate the BMS108 to detect the voltage of a vehicle battery pack, and the relay is controlled to be switched on or off to simulate the switching on or off of a whole vehicle high-voltage fuse; by setting different voltages, the normal state, the under-voltage state, the over-voltage state or the abnormal state of the voltages of the vehicle battery pack are simulated.

As a first analog circuit test, the first variable dc power supply 101 outputs a first voltage value according to a control signal to simulate that the vehicle battery pack is in a normal state, and the first switch 102 is turned on or off according to the control signal to simulate that the high voltage fuse is turned on or blown, wherein the first voltage value is located in a normal voltage range of the vehicle battery pack.

Wherein the first analog circuit test comprises the following processes:

the negative electrode of the first variable dc power supply 101 is connected to the BMS108, the second end of the first switch 102 is connected to the BMS108, and appropriate control signals are set to control the states of the first variable dc power supply 101 and the first switch 102 according to the test requirements. It is ensured that the first variable dc power supply 101 outputs a first voltage value, and the first switch 102 is turned on or off according to a control signal. In the case that the first voltage value is within the normal voltage range of the vehicle battery pack, the response of the BMS108 is observed and recorded. Verify that the BMS108 is able to function properly and perform proper management and monitoring of the battery pack.

The first analog circuit test has the technical effects that: through the first simulation circuit testing process, the condition that the vehicle battery pack is in a normal state can be simulated. By controlling the output voltage of the first variable dc power supply 101 and the state of the first switch 102, the response and function of the BMS108 to the normal voltage range can be evaluated. Helping to ensure that the BMS108 can properly manage and monitor the battery packs to ensure proper operation and safety of the overall vehicle system.

As a second analog circuit test, the first variable dc power supply 101 outputs a second voltage value according to a control signal to simulate that the vehicle battery pack is in an under-voltage state, and the first switch 102 is turned on or off according to the control signal to simulate that the high-voltage fuse is turned on or blown, wherein the second voltage value is smaller than a minimum voltage value in a normal voltage range of the vehicle battery pack.

Wherein the second analog circuit test comprises the following processes:

the negative electrode of the first variable dc power supply 101 is connected to the BMS108, the second end of the first switch 102 is connected to the BMS108, and appropriate control signals are set to control the states of the first variable dc power supply 101 and the first switch 102 according to the test requirements. It is ensured that the first variable dc power supply 101 outputs the second voltage value, and the first switch 1022 is turned on or off according to the control signal. In the case where the second voltage value is smaller than the minimum voltage value in the normal voltage range of the vehicle battery pack, the response of the BMS108 is observed and recorded. It is verified whether the BMS108 can correctly detect the under-voltage state of the battery pack and take appropriate measures for protection and alarm.

The second analog circuit test has the technical effects that: through the second simulation circuit testing process, the condition that the vehicle battery pack is in an under-voltage state can be simulated. By controlling the output voltage of the first variable dc power supply 101 and the state of the first switch 102, the response and protection function of the BMS108 to an under-voltage condition can be evaluated. The BMS108 can timely detect and process the undervoltage condition of the battery pack, and the safety and performance of the whole vehicle system are guaranteed.

As a third analog circuit test, the first variable dc power supply 101 outputs a third voltage value according to a control signal to simulate a vehicle battery pack overvoltage state, and the first switch 102 is turned on or off according to the control signal to simulate a high voltage fuse to be turned on or blown, wherein the third voltage value is greater than a maximum voltage value in a normal voltage range of the vehicle battery pack.

Wherein the third analog circuit test comprises the following processes:

the negative electrode of the first variable dc power supply 101 is connected to the BMS108, the second end of the first switch 102 is connected to the BMS108, and appropriate control signals are set to control the states of the first variable dc power supply 101 and the first switch 102 according to the test requirements. It is ensured that the first variable direct current power supply 101 outputs the third voltage value, and the first switch 102 is turned on or off according to the control signal. In the case that the third voltage value is greater than the maximum voltage value in the normal voltage range of the vehicle battery pack, the response of the BMS108 is observed and recorded. It is verified whether the BMS108 can correctly detect the overvoltage condition of the battery pack and take appropriate measures for protection and alarm. The first switch 102 is controlled to be turned off, and the response of the BMS108 is observed and recorded.

The third analog circuit test has the technical effects that: through the third simulation circuit testing process, the condition that the vehicle battery pack is in an under-voltage state can be simulated. By controlling the output voltage of the first variable dc power supply 101 and the state of the first switch 102, the response and protection function of the BMS108 to an under-voltage condition can be evaluated. The BMS108 can timely detect and process the undervoltage condition of the battery pack, and the safety and performance of the whole vehicle system are guaranteed.

As a fourth analog circuit test, the first variable dc power supply 101 includes a plurality of dc power supplies each outputting a different voltage value to simulate a state in which voltages of the vehicle battery packs are abnormal with each other, and the first switch 102 is turned on or off according to a control signal to simulate the high voltage fuse to be turned on or blown.

The fourth analog circuit test comprises the following steps:

the negative electrode of the first variable dc power supply 101 is connected to the BMS108, the second end of the first switch 102 is connected to the BMS108, and an appropriate control signal is set to control the state of each dc power supply and the first switch 102 according to the test requirements. Each dc power supply is ensured to output a different voltage value, and the first switch 102 is turned on or off according to a control signal. And controlling a plurality of direct current power supplies to output voltages, and simulating the state that the voltages of the vehicle battery packs are abnormal. In each case of voltage output, the response of the BMS108 is observed and recorded. It is verified whether the BMS108 can correctly detect and handle the case where the battery pack voltages are abnormal with each other.

The fourth analog circuit test has the technical effects that: through the fourth simulation circuit testing process, the situation that the voltages of the vehicle battery packs are abnormal can be simulated. By controlling the output voltages of the plurality of dc power sources and the state of the first switch 102, the response and protection functions of the BMS108 to the voltage-abnormality situation can be evaluated. The BMS108 can accurately detect and process abnormal conditions of the battery pack, and safety and performance of the whole vehicle system are guaranteed.

As a fifth analog circuit test, when the analog circuit simulates a high-voltage power-on process, the second variable direct current power supply 103 simulates a vehicle battery pack, and the second switch 104 and the fourth switch 107 are simultaneously turned on according to a control signal to simulate a normal state of high-voltage power-on of the whole vehicle. When the analog circuit simulates a high-voltage power down process, the second variable direct current power supply 103 simulates a vehicle battery pack, and the second switch 104 and the fourth switch 107 are simultaneously turned off according to a control signal to simulate a normal state of the high-voltage power down of the whole vehicle.

Wherein the fifth analog circuit test comprises the following processes: the second variable dc power supply 103 and the second switch 104 are ensured to be connected to the controller, and the second switch 104 and the fourth switch 107 are turned on simultaneously by a control signal. The voltage output of the second variable dc power supply 103 is allowed to connect to the BMS108, simulating the overall vehicle high voltage power-up state. At this time, the detected voltage value should conform to the expected value of the vehicle battery pack. In the simulated full vehicle high voltage power-on state, the BMS108 is detected and verified. Normal operation of the BMS108 may be ensured by monitoring output signals of the BMS108, detecting battery parameters, recording system responses, and the like. Helping to verify the performance and function of BMS108 in the high-voltage on-state of the vehicle. The second switch 104 and the fourth switch 107 are turned off simultaneously by the control signal. The output connection of the second variable direct current power supply 103 is disconnected, and the high-voltage down state of the whole vehicle is simulated. At this time, the voltage value should be reduced to zero or close to zero. The BMS108 is detected and verified by simulating the high-voltage down state of the whole vehicle. The normal operation of the BMS108 in the high-voltage down state of the whole vehicle can be ensured by monitoring the output signal of the BMS108, detecting the battery parameters, recording the system response and the like. Helping to verify the performance and function of BMS108 in the high-voltage condition of the vehicle.

The fifth analog circuit test has the technical effects that: the high-voltage power-on and power-off states of the whole vehicle can be simulated, and corresponding function verification and performance test can be performed on the BMS108 to ensure the normal operation of the BMS. The safety and the reliability of the whole vehicle system are improved.

As a sixth analog circuit test, the second switch 104 and the fourth switch 107 receive the on control signal again when in the on state, so as to simulate the switch adhesion fault in the high-voltage power-on fault state of the whole vehicle;

alternatively, the second switch 104 and the fourth switch 107 are turned off according to at least one of the control signals to simulate that the switch in the whole vehicle high voltage power-on fault state cannot be turned on.

Wherein the sixth analog circuit test comprises the following processes: the second variable direct current power supply 103 and the second switch 104 are ensured to be connected with the controller, the output voltage of the second variable direct current power supply 103 is controlled, and the second switch 104 and the fourth switch 107 are controlled to receive the conduction control signal again when in a conduction state so as to simulate the switch adhesion fault in the high-voltage power-on fault state of the whole vehicle. At least one of the second switch 104 and the fourth switch 107 is turned off for testing, the first group of tests is that the second switch 104 is turned on and the fourth switch 107 is turned off; the second group of tests is that the second switch 104 is turned off and the fourth switch 107 is turned on; the third set of tests is that the second switch 104 is turned off and the fourth switch 107 is turned off. And generating a high-voltage power-on fault of the whole vehicle under the power supply state of the simulated battery pack. The corresponding failure mode is triggered by the control signal. To simulate the failure of a switch in a high voltage power-on fault condition of the whole vehicle to close the fault. And monitoring and recording the response of the system under the high-voltage power-on fault state of the whole vehicle. The behavior of the BMS108 is observed, and whether an abnormality or error signal occurs is detected. The method is beneficial to verifying the processing capacity of the whole vehicle system on the high-voltage power-on faults.

The sixth analog circuit test has the technical effects that: through the testing process, the power supply state of the battery pack can be simulated, and a high-voltage power-on fault of the whole vehicle can be generated so as to test the response capability of the system to the fault. The safety and fault handling capacity of the whole vehicle system can be evaluated, and the reliability and stability of the system can be improved.

As a seventh analog circuit test, the second variable dc power supply 103 simulates a vehicle battery pack power supply state, and the second switch 104 and the fourth switch 107 are turned on according to at least one of control signals to simulate that the switch in the high-voltage down fault state of the whole vehicle cannot be turned off; alternatively, the second switch 104 and the fourth switch 107 are turned off in a delayed manner according to the control signal to simulate a switch stuck fault in the high-voltage power down fault state of the whole vehicle.

Wherein the seventh analog circuit test comprises the following processes: the second variable dc power supply 103 and the second switch 104 are ensured to be connected to the controller, and the second switch 104 and the fourth switch 107 are turned on simultaneously by a control signal. A connection between the second variable dc power supply 103 and the BMS108 is established to simulate the power supply state of the battery pack. In the analog battery pack power supply state, the second switch 104 and the fourth switch 107 are turned on according to at least one of the control signals to simulate that the switch in the high-voltage power down fault state of the whole vehicle cannot be turned off. By means of a control signal, a respective failure mode is triggered, for example forcing one of the second switch 104 or the fourth switch 107 to be opened. This will lead to an abnormal high voltage down fault condition. Or when the second switch 104 and the fourth switch 107 are controlled to be turned off, the second switch 104 and the fourth switch 107 are delayed to be turned off according to the control signal so as to simulate a switch adhesion fault in a high-voltage power down fault state of the whole vehicle. And monitoring and recording the response of the system under the high-voltage and low-voltage fault state of the whole vehicle. The behavior of the BMS108 is observed, and whether an abnormality or error signal occurs is detected. The method is beneficial to verifying the processing capacity of the whole vehicle system on the high-voltage power-down faults.

The seventh analog circuit test has the technical effects that: through the testing process, the power supply state of the battery pack can be simulated, and a high-voltage down fault of the whole vehicle can be generated so as to test the response capability of the system to the fault. The safety and fault handling capacity of the whole vehicle system can be evaluated, and the reliability and stability of the system can be improved.

As an eighth analog circuit test, when the analog circuit simulates a charging process, the third variable direct current power supply 105 simulates a vehicle battery pack, the third switch 106 and the fourth switch 107 are simultaneously turned on according to a control signal to simulate a vehicle battery pack starting charge state, and the third switch 106 and the fourth switch 107 are simultaneously turned off or the third switch 106 is turned off according to the control signal to simulate a vehicle battery pack stopping charge state.

Wherein the eighth analog circuit test comprises the following processes: the third variable dc power supply 105, the third switch 106 and the fourth switch 107 are ensured to be well connected to the controller, and the third switch 106 and the fourth switch 107 are simultaneously turned on by the control signal. A connection between the third variable dc power supply 105 and the BMS108 is established to simulate a vehicle battery pack starting state of charge. In simulating the battery pack state of charge, the state of charge of the system is monitored and recorded. The behavior of the BMS108 is observed, and it is detected whether the charging process of the battery pack is correctly recognized and monitored. This helps to verify the system's ability to detect and control the state of charge. By the control signal, the stop charging signal is triggered, and the third switch 106 and the fourth switch 107 are simultaneously turned off or the third switch 106 is turned off. And simulating the stopping charge state of the vehicle battery pack. The response of the system is monitored and recorded while the vehicle battery pack is in a stopped state of charge. The behavior of the BMS108 is observed, and it is detected whether the charging stop signal is correctly recognized and processed. Helping to verify the detection and control ability of the system to stop the state of charge.

The eighth analog circuit test has the technical effects that: through the testing process, the charging state of the vehicle battery pack can be simulated, and the performance of the system in the charging and charging stopping processes can be detected. The safety and fault handling capacity of the whole vehicle system can be evaluated, and the reliability and stability of the system can be improved.

As a ninth analog circuit test, the third switch 106 and the fourth switch 107 are kept in an off state according to at least one of control signals to simulate an unclosed fault in a vehicle battery pack charge fault state.

Wherein the ninth analog circuit test comprises the following processes: the third variable direct current power supply 105, the third switch 106 and the fourth switch 107 are ensured to be connected with the controller, and in the simulated state to be charged, a charging fault signal is triggered through a control signal, so that at least one of the third switch 106 and the fourth switch 107 is closed. During the charge failure simulation, the response of the system is monitored and recorded. The behavior of the BMS108 is observed to detect whether the charge failure signal can be properly identified and processed. And the detection and control capability of the system to the state of charge failure is facilitated to be verified.

The ninth analog circuit test has the technical effects that: through the testing process, the fault condition of the vehicle battery pack in the charging process can be simulated, and the detection and processing capacity of the system on the charging fault state can be verified. The assessment of the performance of the system in the event of a fault is facilitated, ensuring that the BMS108 monitors the safety and reliability of the charging process.

As a tenth analog circuit test, the third variable direct current power supply 105 simulates a state to be charged of the vehicle battery pack, and receives the on control signal again when the third switch 106 and the fourth switch 107 are in the on state to simulate a switch adhesion failure in the state of charge failure of the vehicle battery pack.

Wherein the tenth analog circuit test comprises the following processes: the third variable dc power supply 105, the third switch 106 and the fourth switch 107 are ensured to be connected to the controller, and the third switch 106 and the fourth switch 107 are brought into a conductive state by the control signal. This will establish a connection between the third variable dc power source 105 and the BMS108, simulating that the vehicle battery pack is in a charged state. In the simulated state of charge, a start-to-charge signal is triggered by a control signal to simulate a switch stuck fault in a vehicle battery pack charge fault state. Because the third switch 106 and the fourth switch 107 are turned on (stuck) in advance, a charging failure is triggered at this time, and the situation that the stuck analog switch cannot enter charging is simulated. The response of the system is monitored and recorded. The behavior of the BMS108 is observed to detect whether the stop charging signal can be correctly recognized and processed. This helps to verify the system's ability to detect and control the stopped state of charge.

The tenth analog circuit test has the technical effects that: through the testing process, the situation that the vehicle battery pack cannot enter the charging state due to the adhesion of the switch in the charging process can be simulated, and the detection and processing capacity of the system for stopping the charging state can be verified. The performance of the system in terms of charge control is facilitated to be assessed, ensuring that the BMS108 monitors the safety and reliability of the charging process.

The technical effect of the technical scheme provided by the first embodiment is that: through setting up three routes analog circuit, change output voltage value and set up the break-make of relay, simulate the battery package of different nominal voltage and go up the power down process, introduce different voltages and relay relevant trouble simultaneously to verify the trouble that the logic and relay adhesion or can not be closed about BMS. The simulation mode provided by the first embodiment can be separated from the whole vehicle environment, and only needs to establish communication between the BMS and the HIL, faults can be simulated through HIL rack control voltage and relay action, test efficiency is improved, more fault scenes and use scenes are covered, battery pack project tests with different nominal voltages are compatible, and meanwhile the simulation mode has expansibility and universality.

Example two

In a second embodiment of the present utility model, as shown in fig. 2, the BMS test system includes a BMS108, an HIL rack 100 and a controller 110, where the HIL rack 100 includes the analog circuit described in the first embodiment, and the controller 110 is connected to the control end of the first variable dc power supply 101, the control end of the second variable dc power supply 103, the control end of the third variable dc power supply 105, the control end of the first switch 102, the control end of the second switch 104, the control end of the third switch 106 and the control end of the fourth switch 107, respectively.

In this embodiment, the controller 110 outputs control signals to the first variable dc power supply 101, the second variable dc power supply 103, the third variable dc power supply 105, the first switch 102, the second switch 104, the third switch 106 and the fourth switch 107, so as to implement the test of the BMS108 in different scenarios.

The above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model, and are intended to be included in the scope of the present utility model.

Claims

1. An analog circuit of a BMS test system, the analog circuit comprising:

2. The analog circuit of claim 1, wherein the first variable dc power supply outputs a first voltage value according to a control signal to simulate a normal state of the vehicle battery pack, and the first switch is turned on or off according to the control signal to simulate a high voltage fuse to be turned on or blown, wherein the first voltage value is within a normal voltage range of the vehicle battery pack;

3. The analog circuit of claim 1, wherein the first variable dc power supply includes a plurality of dc power supplies, each outputting a different voltage value to simulate a voltage-to-voltage abnormal state of the vehicle battery pack, the first switch being turned on or off according to a control signal to simulate a high voltage fuse being turned on or blown.

4. The analog circuit of claim 1, wherein when the analog circuit simulates a high voltage power-up process, the second variable direct current power-up simulates a vehicle battery pack, and the second switch and the fourth switch are simultaneously turned on according to a control signal to simulate a full vehicle high voltage power-up normal state.

5. The analog circuit of claim 4, wherein the second switch and the fourth switch receive the turn-on control signal again when in a turn-on state to simulate a switch stuck-at fault in a high-voltage power-on fault state of the whole vehicle;

6. The analog circuit of claim 1, wherein when the analog circuit simulates a high voltage power down process, the second variable direct current power simulates a vehicle battery pack, and the second switch and the fourth switch are simultaneously turned off according to a control signal to simulate a normal state of the whole vehicle under high voltage power down.

7. The analog circuit of claim 6, wherein said second variable direct current power simulates a vehicle battery pack power state, said second switch and said fourth switch being turned on in accordance with at least one of control signals to simulate a failure of a switch in a high voltage power down fault state of the whole vehicle to open;

8. The analog circuit of claim 1, wherein when the analog circuit simulates a charging process, the third variable direct current power simulates a vehicle battery pack output voltage, the third switch and the fourth switch are simultaneously turned on according to a control signal to simulate a vehicle battery pack start-up state of charge, and the third switch and the fourth switch are simultaneously turned off or the third switch is turned off according to a control signal to simulate a vehicle battery pack stop state of charge.

9. The analog circuit of claim 8, wherein the third variable dc power simulates a vehicle battery pack to be charged state, the third switch and the fourth switch again receiving a turn-on control signal when in a turn-on state to simulate a switch stuck-at fault in a vehicle battery pack charge fault state;

10. The utility model provides a BMS test system, its characterized in that, BMS test system includes BMS, HIL rack and controller, the HIL rack includes the analog circuit of any one of claims 1 to 9, the controller is connected respectively first variable DC power supply's control end, second variable DC power supply's control end, third variable DC power supply's control end, first switch's control end, second switch's control end, third switch's control end and fourth switch's control end.