Circuit topology of EPBI electronic control unit

Abstract

The present invention discloses a circuit topology structure of an EPBI electronic control unit. Three wires are connected in parallel at one point for power supply, and two independent step-down modules IC1 and IC2 are used to power the MCU. The dual-circuit voltage redundant power supply formed by the network 5V_1 and the network 5V_2 is used to force the bridge circuit or the solenoid valve to be shut down. The present invention utilizes this topology structure to support the development requirements of the hardware circuit design of the EPBI control unit. The circuit topology structure designs the necessary hardware safety mechanism, which reduces the possibility of vehicle loss of control and ultimately personal injury due to random hardware failure.

Description

Technical Field

[0001] The present invention relates to a circuit topology structure of an EPBI electronic control unit. The topology structure can support the development of the hardware circuit design of the EPBI control unit. The circuit topology structure designs the necessary hardware safety mechanism, reducing the possibility of vehicle loss of control and ultimately causing personal injury due to random hardware failure. Background Art

[0002] The EPB control unit and ESC control unit of a general passenger car are two independent control modules. With the constraints of automobile cost and layout space, higher integration requirements are put forward for the electronic control unit. The EPBI control unit is the integration of the EPB control unit and the ESC control unit. Considering that the EPBI control unit controls the braking force of the entire vehicle, its failure endangers personal safety, and with the implementation of the ISO 26262 functional safety standard, it is required to reduce the probability of personal injury caused by the failure of electronic and electrical modules. In the case of vehicle braking force loss of control, the hardware circuit failure of the control unit accounts for a relatively large proportion. Therefore, if the EPBI controller circuit design only considers meeting the requirements from a functional perspective, without considering the design of the necessary hardware safety mechanism, then the product will inevitably fail to pass the ISO 26262 functional safety standard. Summary of the invention

[0003] The purpose of the present invention is to provide a circuit topology structure of an EPBI electronic control unit, which can support the development requirements of the hardware circuit design of the EPBI control unit. The circuit topology structure designs the necessary hardware safety mechanism, reducing the possibility of vehicle loss of control and ultimately causing personal injury due to random hardware failure.

[0004] The technical solution of the present invention is achieved in this way:

[0005] The main control unit MCU, the buck module IC1, the buck module IC2, the voltage bootstrap module IC3, the voltage bootstrap module IC4, the electronic parking system dedicated integrated chip EPB-ASIC1 and the body stability control system dedicated integrated chip ESC-ASIC2 are all connected to the battery V1 through a common three-wire parallel structure. The three-wire parallel structure includes a first, a second and a third parallel power supply branch, each of which is composed of a fuse and a diode connected in series in sequence. One end of the three-wire parallel structure is connected to the positive electrode of the battery V1, and the other end of the parallel structure is used as the NODE1 point. The NODE1 point is respectively connected to the buck module IC1, the buck module IC2, the No. 1 terminal of the voltage bootstrap module IC3, the No. 2 terminal of the voltage bootstrap module IC4, the No. 1 terminal of the electronic parking system dedicated integrated chip EPB-ASIC1, the No. 1 terminal of the body stability control system dedicated integrated chip ESC-ASIC2, the NOT gate circuit structure N1, and the No. 1 terminal of the NOT gate circuit structure N2.

[0006] Terminal 2 of the step-down module IC1 is respectively connected to the S terminal of the MOS tube Q1 and the terminal 4 of the non-gate circuit structure N1, terminal 4 of the non-gate circuit structure N1 is also connected to the network 5V_1 connection point, terminal 2 of the non-gate circuit structure N1 is grounded, terminal 3 of the non-gate circuit structure N1 is connected to the B terminal of the transistor B1, the E terminal of the transistor B1 is grounded, the C terminal of the transistor B1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the G terminal of the MOS tube Q1, and the other end of the resistor R1 is also connected to the PUMP1 terminal of the voltage bootstrap module IC3 via the resistor R2.

[0007] Terminal 2 of the step-down module IC2 is respectively connected to the S terminal of the MOS tube Q2 and the terminal 4 of the non-gate circuit structure N2, the terminal 4 of the non-gate circuit structure N2 is also connected to the network 5V_2 connection point, terminal 2 of the non-gate circuit structure N2 is grounded, terminal 3 of the non-gate circuit structure N2 is connected to the B terminal of the transistor B2, the E terminal of the transistor B2 is grounded, the C terminal of B2 is connected to one end of the resistor R3, the other end of the resistor R3 is connected to the G terminal of the MOS tube Q2, and the other end of the resistor R3 is also connected to the PUMP2 terminal of the voltage bootstrap module IC4 via the resistor R4.

[0008] The D end of MOS tube Q1 is connected to the D end of MOS tube Q2 and then connected to the No. 1 end of the main control unit MCU. The main control unit MCU is connected to the dedicated integrated chip ESC-ASIC2 of the vehicle stability control system and the dedicated integrated chip EPB-ASIC1 of the electronic parking system through the serial peripheral interface. The No. 1, 2, and 3 ends of the main control unit MCU are all serial peripheral interfaces. The data exchange between the main control unit MCU and the dedicated integrated chip EPB-ASIC1 of the electronic parking system is through the SPI protocol (serial peripheral interface 3), that is, the connection between the No. 3 end of the main control unit MCU and the No. 3 end of the dedicated integrated chip EPB-ASIC1 of the electronic parking system. The data exchange between the main control unit MCU and the dedicated integrated chip ESC-ASIC2 of the vehicle stability control system is through the SPI protocol (serial peripheral interface 2), that is, the connection between the No. 2 end of the main control unit MCU and the No. 2 end of ESC-ASIC1.

[0009] Terminal 3 of the vehicle stability control system dedicated integrated chip ESC-ASIC2 is connected to one end of the resistor R5, and the other end of the resistor R5 is used as the NODE3 point; the NODE3 point is respectively connected to the G end of the MOS tube Q4, the G end of the MOS tube Q5, and the C end of the transistor B3;

[0010] The S end of the MOS tube Q4 is connected to the first power supply branch, the D end of the MOS tube Q4 is connected to the D end of the MOS tube Q5, the S end of the MOS tube Q5 is connected to the No. 1 end of the solenoid valve, the No. 2 end of the solenoid valve is connected to the D end of the MOS tube Q6, the S end of the MOS tube Q6 is grounded, and the G end of the MOS tube Q6 is connected to the GPIO7 end of the main control unit MCU.

[0011] The E end of transistor B3 is grounded, and the GPIO9 end of the main control unit MCU is connected to its own GPIO8 end, and then connected to the B end of transistor B3 and the dual power supply structure. The dual power supply structure is specifically: resistor R7 and resistor R6 are connected in parallel, and one end of the parallel connection is connected to the GPIO9 end and the GPIO8 end of the main control unit MCU, and the other end of the parallel connection of resistor R7 and resistor R6 is connected as NODE4 point, and the NODE4 point is respectively connected to one end of diode D4 and diode D5, and the other ends of diode D4 and diode D5 are respectively connected to the network 5V_1 connection point and the network 5V_2 connection point.

[0012] The PUMP4 end of the vehicle body stability control system dedicated integrated chip ESC-ASIC2 is connected to the G end of the MOS tube Q3, the D end of the MOS tube Q3 is connected to the second power supply branch, and the S end of the MOS tube Q3 is connected to the ESC motor and then grounded.

[0013] The GPIO1 end of the main control unit MCU is connected to the B end of the transistor B4, the GPIO2 end of the main control unit MCU is connected to the B end of the transistor B5, the E ends of the transistors B4 and B5 are connected to the ground, the C end of the transistor B4 is connected to the C end of the transistor B5 through resistors R14, R15, R16, and R13 in sequence, the B end of the transistor B6 is connected between the resistors R14 and R15, the C end of the transistor B6 is connected to the G end of the MOS tube Q7 through the resistor R12, and the E end of the transistor B6 is connected to the E end of the transistor B7 and then led out as NODE5 point, NODE5 is connected between the resistor R15 and the resistor R16, and NODE5 is also connected to the PUMP3 end of the electronic parking system dedicated integrated chip EPB-ASIC1; the B end of the transistor B7 is connected between the resistor R13 and the resistor R16, the C end of the transistor B7 is connected to the G end of the MOS tube Q8 through the resistor R11, the S end of the MOS tube Q8 is connected to the S end of the MOS tube Q9 and then to the first power supply branch, the D end of the MOS tube Q8 is connected to the D end of the MOS tube Q7, and the S end of the MOS tube Q7 is connected to the second power supply branch.

[0014] The D end of the MOS tube Q9 is connected to the D end of the MOS tube Q10, and the G ends of the MOS tube Q9 and the MOS tube Q10 are connected and then led out as the NODE6 point, and the NODE6 point is connected to the PUMP3 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through the resistor R8. The NODE6 point is also connected to the C end of the transistor B8, the E end of the transistor B8 is grounded, and the B end of the transistor B8 is connected to the GPIO3 end and the GPIO4 end of the main control unit MCU.

[0015] The B end of transistor B8 is also connected to a dual-power supply structure, and the dual-power supply structure is specifically: resistor R10 and resistor R9 are connected in parallel, one end of the parallel connection is connected to the B end of transistor B8, and the other end of the parallel connection is respectively connected to one end of diode D6 and diode D7, and the other ends of diode D6 and diode D7 are respectively connected to the network 5V_1 connection point and the network 5V_2 connection point; all network 5V_1 connection points are connected to each other, and all network 5V_2 connection points are connected to each other.

[0016] The S end of MOS tube Q10 is connected to the GPIO6 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through bridge circuit 1, and is connected to the GPIO5 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through bridge circuit 2. Bridge circuit 1 is connected to motor M1, and bridge circuit 2 is connected to motor M2. The bridge circuit 1 module contains 4 N-type MOS tubes to drive the EPB left motor M1. The bridge circuit 2 module contains 4 N-type MOS tubes to drive the EPB right motor M2.

[0017] The first, second and third power supply branches of the three-wire parallel structure are respectively used as solenoid valve power supply, motor power supply and ignition power supply. The solenoid valve power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F1 and the diode D1 in sequence. The S ends of the MOS tubes Q8 and Q9 and the S end of the MOS tube Q4 are all connected between the fuse F1 and the diode D1. The motor power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F2 and the diode D2 in sequence. The S end of the MOS tube Q7 and the D end of the MOS tube Q3 are both connected between the fuse F2 and the diode D2. The ignition power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F3 and the diode D3 in sequence.

[0018] The MOS tubes Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, and Q10 are all enhanced NMOS tubes, the transistors B1, B2, B3, B4, B5, and B8 are all NPN transistors, and B6 and B7 are PNP transistors.

[0019] The model of the main control unit MCU is NXP's MPC5744PFMLQ9, the model of the buck module IC1 and the buck module IC2 are both 7085, the model of the voltage bootstrap module IC3 and the voltage bootstrap module IC4 are both TI's LM5101B, the model of the electronic parking system dedicated integrated chip EPB-ASIC1 is ST's L9369, the model of the body stability control system dedicated integrated chip ESC-ASIC2 is NXP's SC900719DAF, and the model of the NOT gate circuit structure N1 and the NOT gate circuit structure N2 are both 74HC14D.

[0020] Terminal 1 of IC1 and IC2 are both input terminals, terminals 2 of IC1 and IC2 are both output terminals, terminal 1 of IC3 is input terminal, PUMP1 terminal is output terminal, terminal 2 of IC4 is input terminal, PUMP2 terminal is output terminal, terminals 1, 2, 3, and 4 of N1 and N2 are power supply terminal, ground terminal, output terminal, and input terminal respectively; Charge pump 4 module is integrated in ESC-ASIC2, terminal 1 of ESC-ASIC2 is input terminal, PUMP4 terminal of ESC-ASIC2 refers to the output terminal of Charge pump 4 module, Charge pump 3 module is integrated in EPB-ASIC1, terminal 1 of EPB-ASIC1 is input terminal, and PUMP3 terminal of EPB-ASIC1 refers to the output terminal of Chargepump3 module.

[0021] Charge pump1, Charge pump2, Charge pump3, and Charge pump4 are all voltage bootstrap modules that can output twice the input voltage. The input voltage of the four modules is the vehicle battery voltage of 12V. Among them, Chargepump1 and Charge pump2 modules are independent bootstrap ICs, while Charge pump3 and Charge pump4 modules are integrated in EPB-ASIC1 and ESC-ASIC2 respectively.

[0022] The step-down modules IC1 and IC2 are power management modules, which step down the vehicle voltage 12V to output 5V voltage through internal DC-DC step-down conversion.

[0023] The battery V1 is a vehicle-mounted battery with an output rated voltage of 12V, and the F1=40A, F2=40A, and F3=5A.

[0024] The innovation of the present invention lies in:

[0025] 1. Use three wires in parallel to supply power, the three wires are 1-solenoid valve power supply, 2-motor power supply, 3-ignition power supply. The advantage of this power supply method is that even if one of the lines is broken, it will not affect the power supply to the IC1 and IC2 modules, thus ensuring the normal operation of the MCU of the EPBI controller.

[0026] 2. The MCU is powered by two independent step-down modules IC1 and IC2 to prevent the MCU from failing to operate normally when a single power supply module fails. If one of the power supplies in IC1 or IC2 is short-circuited to the ground, the NOT gate structure can disconnect the power supply in time to prevent the short circuit from damaging the control unit.

[0027] 3. When the EPBI controller is in a failed state, the power supply of bridge circuit 1 and bridge circuit 2 can be disconnected regardless of whether the MCU fails. Specifically: When the MCU is not failed, the MOS tube Q9 and the MOS tube Q10 are forced to be turned off by outputting a high potential through GPIO3, thereby disconnecting the bridge circuit. When the MCU fails, the dual-voltage redundant power supply formed by the network 5V_1 and the network 5V_2 can be forced to be turned off. The beneficial effect is that: using a redundant power supply with dual voltage (i.e., a dual-power supply structure), even if one power supply fails, it does not affect the shutdown of the other MOS tube Q10. The role of diodes D6 and D7 is also to prevent the output of another circuit from being affected when a short circuit to ground occurs in one circuit.

[0028] 4. Usually, the power supply of bridge circuit 1 and bridge circuit 2 in the EPBI controller adopts a single-circuit power supply. If the single-circuit power supply fails, the vehicle will not be able to move when the power head caliper clamps the brake disc. In order to avoid this situation, the present invention adopts a dual-circuit power supply hardware mechanism. In normal system operation, the power supply of bridge circuit 1 and bridge circuit 2 modules adopts 1-solenoid valve power supply. In this state, it is a single-circuit 1-solenoid valve power supply. When the 1-solenoid valve power supply is disconnected and fails, the MCU loads the 2-motor power supply to bridge circuit 1 and bridge circuit 2. With the supply voltage, the power head caliper can be operated (released) by controlling bridge circuit 1 and bridge circuit 2.

[0029] 5. When the EPBI controller is in a failed state, the power supply of the solenoid valve can be disconnected regardless of whether the MCU fails. Specifically, the MCU controls the ESC-ASIC2 to drive the motor M3 and the solenoid valve. When the MCU is not failed, the GPIO8 outputs a high potential to force the MOS tube Q4 and MOS tube Q5 to shut down the solenoid valve. When the MCU fails, the redundant power supply of the dual voltage formed by the network 5V_1 and the network 5V_2 is used to shut down the solenoid valve.

[0030] 6. The existing EPBI controller uses an independent power supply for the solenoid valve and the motor. In the present invention, when one of the power supplies is disconnected and fails, the MCU outputs high voltage through the PUMP3 terminal of the EPB-ASIC1, thereby loading the 2-motor power supply to the solenoid valve power supply, so that the motor and the solenoid valve can be powered at the same time. The beneficial effect is that when one of the power supplies is disconnected and fails, the ESC function in the EPBI controller can still be triggered, reducing the occurrence of personal injury accidents.

[0031] 7. The present invention is also provided with a power supply safety redundant main switch, such as Q5, Q10. When and only when the power supply safety redundant main switch is turned on, power can be supplied to the solenoid valve or the bridge circuit, thereby enhancing the reliability of the hardware circuit system.

[0032] In summary, the positive effects of the present invention are: the robustness of EPBI control in dealing with random hardware failures is enhanced, the reliability of the functional safety of the product is improved, and the possibility of personal safety incidents caused by random hardware failures is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a circuit topology of an EPBI electronic control unit. DETAILED DESCRIPTION

[0034] The following is combined with Figure 1 The present invention is further described with reference to the accompanying drawings and embodiments.

[0035] like Figure 1As shown, the MCU is powered by two independent step-down modules IC1 and IC2. The input voltage of IC1 and IC2 is powered by three parallel wires, and the three wires are 1-solenoid valve power supply, 2-motor power supply, and 3-ignition power supply. The advantage of using this power supply method is that when one or two of the lines are blown by the fuse, the voltage at NODE1 is still 11.3V (the forward conduction voltage of the diode is 0.7V). It will not affect the power supply to the IC1 and IC2 modules. The output of IC1 and IC2 is 5V, which can ensure the normal operation of the MCU of the EPBI controller. The purpose of designing the three diodes D1, D2, and D3 is to isolate the three-wire power supply and utilize the unidirectional conductivity of the diode. When the diode isolation design is missing, a large current will be generated due to a short circuit to the ground of one or two power supply lines in the control unit, thereby damaging the battery.

[0036] like Figure 1 As shown, the MCU is powered by redundant output of 5V by the step-down modules IC1 and IC2 to prevent the MCU from failing to operate normally when a single power supply module fails. Since the voltage drop of the parasitic diode of the MOS tube is 0.7V, the voltage output to the MCU is 4.3V, which does not meet the voltage at which the MCU cannot operate normally. Therefore, the design uses two independent CHARGR PUMP modules IC3 and IC4 to output a bootstrap voltage of 24V (twice the input voltage of 12V), which can fully open the MOS tube Q1 and MOS tube Q2, making the on-resistance at the milliohm level, ensuring the MCU power supply voltage of 5V. To prevent one of the 5V power supplies from being short-circuited to the ground, causing damage to the control unit. The design uses two NOT gate structures, N1 and N2. For example, when the output of IC1 is short-circuited to the ground, the NOT gate IN outputs a high potential (+12V), the transistor B1 is turned on, and the C end of B1 is low. Because the resistance value of R1 is much smaller than R2, the G end of Q1 is a low voltage. At this time, the MOS tube Q1 is turned off, disconnecting this power supply. At this time, the short circuit to the ground does not affect the other 5V power supply. The same is true for the situation where IC2 fails.

[0037] The EPBI controller regulates the brake in two ways: one is by controlling the load on the power head caliper, and the other is by controlling the load on the solenoid valve. Therefore, when these two controls fail, such as unexpected action regulation, personal injury will inevitably occur under certain operating conditions. The following explains how the two parts are controlled through hardware safety mechanisms.

[0038] Power head caliper part: MCU controls EPB-ASIC1 pre-drive bridge circuit 1 and bridge circuit 2 through SPI communication interface No. 3 to control motors M1 and M2. The function of MOS tube Q9 is to prevent the overcurrent of the power supply from damaging the EPBI control unit due to reverse connection. MOS tube Q10 is the main switch for power supply safety redundancy. Only when MOS tube Q10 is turned on can the power supply be loaded to bridge circuit 1 and bridge circuit 2. The opening of MOS tube Q10 is achieved by outputting the bootstrap voltage to the G end of MOS tube Q9 and MOS tube Q10 through the CHARGE PUMP3 module of EPB-ASIC1. In order to ensure the safety of control, a feedback mechanism is adopted in hardware, that is, when the system is operating normally, GPIO3 (general input and output port) outputs a low potential, so that the three-stage tube B8 is in a non-conducting state, which does not affect the output voltage of CHARGE PUMP3. GPIO4 is set as an input port to verify whether GPIO3 outputs a control potential.

[0039] When the EPBI controller is in a failed state, its safe state is to disconnect the power supply of bridge circuit 1 and bridge circuit 2.

[0040] 1. When the MCU is not invalid, a high potential can be output through GPIO3, so that the potential of the C terminal of the transistor B8 is low, and the MOS tube Q9 and the MOS tube Q10 are forced to be turned off. The MCU can check whether the high potential of GPIO3 is output through GPIO4.

[0041] 2. When the MCU fails, the voltage at 5V_1 and 5V_2 can be loaded to the B terminal of the transistor B8 through the diode D6 and the diode D7, thereby opening B8, making the voltage of NODE6 low, and forcibly shutting down the MOS tubes Q9 and Q10. Because the design adopts dual-voltage redundant power supply, even if one power supply fails, it will not affect the 5V voltage output of the other, thereby shutting down the MOS tube Q10. The role of the diode D6 and the diode D7 is voltage isolation to prevent the output of the other channel from being affected when a short circuit to the ground occurs in one channel.

[0042] Usually, the power supply of bridge circuit 1 and bridge circuit 2 in the EPBI controller adopts a single power supply. If the single power supply fails, the vehicle will not be able to move when the power head caliper clamps the brake disc. This situation is not avoided, such as Figure 1As shown, the design adopts a dual-circuit power supply hardware mechanism. The bridge circuit 1 and bridge circuit 2 modules are powered by 1-solenoid valves during normal system operation. At this time, GPIO1 and GPIO2 output low potential. Transistor B4 and transistor B5 are not turned on, because the resistance values ​​of resistors R15 and R16 are very small compared with the open circuit resistance value when the transistor is not turned on, so the voltage divided is small, and the VEB of transistor B6 is <0.7V, and similarly, the VEB of transistor B7 is <0.7V. In this way, transistors B6 and B7 are not turned on. In this way, even if the PUMP3 end of EPB-ASIC1 has a high-voltage output, it cannot be loaded on the G poles of MOS tubes Q7 and MOS tubes Q8 to turn on the two MOS tubes. Then in this state, a single-circuit 1-solenoid valve is powered. When the 1-solenoid valve power supply is disconnected and fails, the MCU controls GPIO1 and GPIO2 to output high potential, at which time transistors B4 and B5 are turned on, the C end of transistor B4 is low, and the C end of transistor B5 is low. At this time, the PUMP3 end of EPB-ASIC1 has a high voltage output, which will be loaded to the E end of transistor B6 and the C end of transistor B7, so that MOS tubes Q7 and MOS tubes Q8 are turned on, thereby loading the 2-motor power supply to the S end of MOS tube Q10. Because there is a power supply voltage, the power head caliper can be operated (released) by controlling the bridge circuit 1 and the bridge circuit 2.

[0043] Solenoid valve part: MCU controls ESC-ASIC2 pre-drive MOS tube Q3, MOS tube Q4 and Q5 through SPI communication interface No. 2. To control motor M3 and solenoid valve. The function of MOS tube Q4 is to prevent the reverse connection of the power supply and overcurrent from damaging the EPBI control unit. MOS tube Q5 is the main switch for power supply safety redundancy. Only when MOS tube Q5 is turned on, the power supply can load the No. 1 end of the solenoid valve. If the MCU controls the GPIO to output a high potential, the MOS tube Q6 can open the solenoid valve to adjust the power supply. The opening of MOS tube Q10 is achieved by outputting the bootstrap voltage to the G end of MOS tube Q4 and MOS tube Q5 through the CHARGE PUMP4 module of ESC-ASIC2. In order to ensure the safety of control, the feedback mechanism is adopted in the hardware, that is, when the system is operating normally, GPIO8 (general input and output port) outputs a low potential, so that the three-stage tube B3 is in a non-conducting state, which does not affect the output voltage of CHARGE PUMP3. GPIO9 is set as an input port to verify whether GPIO8 outputs a control potential.

[0044] When the EPBI controller is in a failed state, its safe state is to disconnect the power supply to the solenoid valve.

[0045] 1. When the MCU is not invalid, a high potential can be output through GPIO8, so that the potential of the C terminal of the transistor B3 is low, and the MOS tubes Q4 and Q5 are forced to be turned off. The MCU can check whether the high potential of GPIO8 is output through GPIO9.

[0046] 2. When the MCU fails, the voltage at 5V_1 and 5V_2 can be loaded to the B end of transistor B3 through diodes D4 and D5, thereby opening B3, making the voltage at the B end of transistor B3 low, and forcibly shutting down MOS tubes Q4 and MOS tubes Q5. Due to the design of dual-voltage redundant power supply, even if one power supply fails, it will not affect the 5V voltage output of the other, thereby shutting down MOS tube Q10. The role of diodes D4 and D5 is voltage isolation to prevent the output of another channel from being affected when a short circuit to ground occurs in one channel.

[0047] Usually, the solenoid valve power supply in the EPBI controller adopts 1-solenoid valve power supply, and the motor M3 power supply adopts 2-motor power supply. The two modules are powered independently. However, if the ESC function in the EPBI controller is triggered, the motor M3 and the solenoid valve need to act at the same time to adjust the function. Then when one of the circuits is disconnected and fails, there will inevitably be a personal injury accident when the ESC function needs to be triggered. For example, when the 1-solenoid valve power supply is disconnected and fails, in this case, the MCU controls GPIO1 and GPIO2 to output high potential. At this time, transistors B4 and B5 are turned on, the C end of transistor B4 is low, and the C end of transistor B5 is low. At this time, the PUMP3 end of EPB-ASIC1 has a high voltage output, which will be loaded to the E end of transistor B6 and the C end of transistor B7, so that MOS tubes Q7 and MOS tubes Q8 are turned on, so that the 2-motor power supply can be loaded to the solenoid valve power supply, so that the motor and the solenoid valve can be powered at the same time to adjust the ESC function. Similarly, the 2-motor power supply is disconnected and fails.

[0048] The circuit topology structure of the present invention has the necessary hardware safety mechanism, which reduces the possibility of vehicle loss of control and ultimately personal injury due to random hardware failure.

Claims

1. A circuit topology structure of an EPBI electronic control unit, characterized in that: The main control unit MCU, the buck module IC1, the buck module IC2, the voltage bootstrap module IC3, the voltage bootstrap module IC4, the electronic parking system dedicated integrated chip EPB-ASIC1 and the vehicle stability control system dedicated integrated chip ESC-ASIC2 are all connected to the battery V1 through a common three-wire parallel structure. The three-wire parallel structure includes a first, a second and a third power supply branch in parallel. Each power supply branch is composed of a fuse and a diode connected in series in sequence. One end of the three-wire parallel structure is connected to the positive electrode of the battery V1, and the other end of the parallel structure is used as the NODE1 point. The NODE1 point is respectively connected to the buck module IC1, the buck module IC2, the voltage bootstrap module IC3, the terminal 2 of IC4, the terminal 1 of the electronic parking system dedicated integrated chip EPB-ASIC1, the terminal 1 of the vehicle stability control system dedicated integrated chip ESC-ASIC2, the NOT gate circuit structure N1, and the terminal 1 of the NOT gate circuit structure N2; Terminal 2 of the step-down module IC1 is respectively connected to the S terminal of the MOS tube Q1 and the terminal 4 of the NOT gate circuit structure N1, the terminal 4 of the NOT gate circuit structure N1 is also connected to the network 5V_1 connection point, terminal 2 of the NOT gate circuit structure N1 is grounded, terminal 3 of the NOT gate circuit structure N1 is connected to the B terminal of the transistor B1, the E terminal of the transistor B1 is grounded, the C terminal of the transistor B1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the G terminal of the MOS tube Q1, and the other end of the resistor R1 is also connected to the PUMP1 terminal of the voltage bootstrap module IC3 via the resistor R2; Terminal 2 of the step-down module IC2 is respectively connected to the S terminal of the MOS tube Q2 and the terminal 4 of the non-gate circuit structure N2, the terminal 4 of the non-gate circuit structure N2 is also connected to the network 5V_2 connection point, the terminal 2 of the non-gate circuit structure N2 is grounded, the terminal 3 of the non-gate circuit structure N2 is connected to the B terminal of the transistor B2, the E terminal of the transistor B2 is grounded, the C terminal of B2 is connected to one end of the resistor R3, the other end of the resistor R3 is connected to the G terminal of the MOS tube Q2, and the other end of the resistor R3 is also connected to the PUMP2 terminal of IC4 via the resistor R4; The D end of the MOS tube Q1 is connected to the D end of the MOS tube Q2 and then connected to the main control unit MCU. The main control unit MCU is respectively connected to the vehicle stability control system dedicated integrated chip ESC-ASIC2 and the electronic parking system dedicated integrated chip EPB-ASIC1 through the serial peripheral interface. The No. 3 end of the vehicle stability control system dedicated integrated chip ESC-ASIC2 is connected to one end of the resistor R5, and the other end of the resistor R5 is used as the NODE3 point; the NODE3 point is respectively connected to the G end of the MOS tube Q4, the G end of the MOS tube Q5, and the C end of the transistor B3; The S end of the MOS tube Q4 is connected to the first power supply branch, the D end of the MOS tube Q4 is connected to the D end of the MOS tube Q5, the S end of the MOS tube Q5 is connected to the No. 1 end of the solenoid valve, the No. 2 end of the solenoid valve is connected to the D end of the MOS tube Q6, the S end of the MOS tube Q6 is grounded, and the G end of the MOS tube Q6 is connected to the GPIO7 end of the main control unit MCU; The E end of transistor B3 is grounded, and the GPIO9 end of the main control unit MCU is connected to its own GPIO8 end, and then connected to the B end of transistor B3 and a dual-way power supply structure. The dual-way power supply structure is specifically: resistor R7 and resistor R6 are connected in parallel, and one end of the parallel connection is connected to the GPIO9 end and the GPIO8 end of the main control unit MCU, and the other end of the parallel connection of resistor R7 and resistor R6 is connected as NODE4 point, and NODE4 point is respectively connected to one end of diode D4 and diode D5, and the other ends of diode D4 and diode D5 are respectively connected to the network 5V_1 connection point and the network 5V_2 connection point; The PUMP4 end of the vehicle body stability control system dedicated integrated chip ESC-ASIC2 is connected to the G end of the MOS tube Q3, the D end of the MOS tube Q3 is connected to the second power supply branch, and the S end of the MOS tube Q3 is connected to the ESC motor and then grounded; The GPIO1 end of the main control unit MCU is connected to the B end of the transistor B4, the GPIO2 end of the main control unit MCU is connected to the B end of the transistor B5, the E ends of the transistors B4 and B5 are connected to the ground, the C end of the transistor B4 is connected to the C end of the transistor B5 through resistors R14, R15, R16, and R13 in sequence, the B end of the transistor B6 is connected between the resistors R14 and R15, the C end of the transistor B6 is connected to the G end of the MOS tube Q7 through the resistor R12, and the E end of the transistor B6 is connected to the E end of the transistor B7 and then led out as NODE5 point, NODE5 is connected between resistor R15 and resistor R16, and NODE5 is also connected to the PUMP3 end of the electronic parking system dedicated integrated chip EPB-ASIC1; the B end of the transistor B7 is connected between the resistor R13 and the resistor R16, the C end of the transistor B7 is connected to the G end of the MOS tube Q8 through the resistor R11, the S end of the MOS tube Q8 is connected to the S end of the MOS tube Q9 and then connected to the first power supply branch, the D end of the MOS tube Q8 is connected to the D end of the MOS tube Q7, and the S end of the MOS tube Q7 is connected to the second power supply branch; The D end of the MOS tube Q9 is connected to the D end of the MOS tube Q10, and the G ends of the MOS tube Q9 and the MOS tube Q10 are connected and then led out as the NODE6 point, and the NODE6 point is connected to the PUMP3 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through the resistor R8, and the NODE6 point is also connected to the C end of the transistor B8, the E end of the transistor B8 is grounded, and the B end of the transistor B8 is connected to the GPIO3 end and the GPIO4 end of the main control unit MCU; The B end of transistor B8 is also connected to a dual-circuit power supply structure, which specifically includes: resistor R10 and resistor R9 are connected in parallel, one end of the parallel connection is connected to the B end of transistor B8, and the other end of the parallel connection is respectively connected to one end of diode D6 and diode D7, and the other ends of diode D6 and diode D7 are respectively connected to the network 5V_1 connection point and the network 5V_2 connection point; all network 5V_1 connection points are connected to each other, and all network 5V_2 connection points are connected to each other; The S end of MOS tube Q10 is connected to the GPIO6 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through bridge circuit 1, and is connected to the GPIO5 end of the electronic parking system dedicated integrated chip EPB-ASIC1 through bridge circuit 2. Bridge circuit 1 is connected to motor M1, and bridge circuit 2 is connected to motor M2.

2. The circuit topology structure of the EPBI electronic control unit according to claim 1 is characterized in that: The first, second and third power supply branches of the three-wire parallel structure are respectively used as solenoid valve power supply, motor power supply and ignition power supply. The solenoid valve power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F1 and the diode D1 in sequence. The S ends of the MOS tubes Q8 and Q9 and the S end of the MOS tube Q4 are all connected between the fuse F1 and the diode D1. The motor power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F2 and the diode D2 in sequence. The S end of the MOS tube Q7 and the D end of the MOS tube Q3 are both connected between the fuse F2 and the diode D2. The ignition power supply is specifically connected from the positive pole of the battery V1 to the NODE1 point via the fuse F3 and the diode D3 in sequence.

3. The circuit topology structure of the EPBI electronic control unit according to claim 1 is characterized in that: The MOS tubes Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, and Q10 are all enhanced NMOS tubes, the transistors B1, B2, B3, B4, B5, and B8 are all NPN transistors, and B6 and B7 are PNP transistors.

4. The circuit topology structure of the EPBI electronic control unit according to claim 1 is characterized in that: The No. 1 terminals of the buck modules IC1 and IC2 are both input terminals, and the No. 2 terminals of the buck modules IC1 and IC2 are both output terminals. The No. 1 terminal of the voltage bootstrap module IC3 is the input terminal, and the PUMP1 terminal is the output terminal. The No. 2 terminal of IC4 is the input terminal, and the PUMP2 terminal is the output terminal. The No. 1, 2, 3, and 4 terminals of the NOT gate circuit structure N1 and the NOT gate circuit structure N2 are the power supply terminal, the ground terminal, the output terminal, and the input terminal, respectively. The Charge pump 4 module is integrated in the dedicated integrated chip ESC-ASIC2 for the vehicle body stability control system, and the No. 1 terminal of the dedicated integrated chip ESC-ASIC2 for the vehicle body stability control system is the input terminal. The PUMP4 terminal of the dedicated integrated chip ESC-ASIC2 for the vehicle body stability control system refers to the output terminal of the Charge pump 4 module. The Charge pump 3 module is integrated in the dedicated integrated chip EPB-ASIC1 for the electronic parking system, and the No. 1 terminal of the dedicated integrated chip EPB-ASIC1 for the electronic parking system is the input terminal. The PUMP3 terminal of the dedicated integrated chip EPB-ASIC1 for the electronic parking system refers to the Charge pump 4 module. Output of the pump3 module.

5. The circuit topology structure of the EPBI electronic control unit according to claim 1 is characterized in that: The step-down module IC1 and the step-down module IC2 step down the vehicle voltage 12V to output a 5V voltage through internal DC-DC step-down conversion.

6. The circuit topology structure of the EPBI electronic control unit according to claim 2 is characterized in that: The battery V1 is a vehicle-mounted battery with an output rated voltage of 12V, the rated current of F1 is 40A, the rated current of F2 is 40A, and the rated current of F3 is 5A.

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