Wake-up circuit, wake-up system and vehicle

Abstract

The invention discloses a wake-up circuit, a wake-up system and a vehicle, and the wake-up circuit comprises a first ECU which comprises a first PMIC and a first MCU, the first PMIC is used for supplying power to the first MCU, and the first MCU is used for monitoring a target system of the vehicle; the second ECU comprises a second PMIC and a second MCU, the second PMIC is used for supplying power to the second MCU, and the second MCU is used for monitoring the target system; the vehicle control unit is connected with the first ECU and the second ECU and used for sending wake-up signals to the first ECU and the second ECU so as to wake up the first MCU and the second MCU; wherein the first ECU and the second ECU are electrically isolated from each other. According to the scheme, the two sets of control systems (namely the first ECU and the second ECU) respectively adopt independent power supply, and the first ECU and the second ECU are electrically isolated, so that the risk of complete failure of awakening of the control systems caused by other power supply faults such as short circuit of a power supply can be avoided.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle electronic control, and more specifically, to a wake-up circuit, a wake-up system and a vehicle. Background Art

[0002] With the development of intelligence, the demand for chips (such as MCU) in vehicles is getting higher and higher. In order to reduce the power consumption of vehicle systems, the control chip is usually in a dormant state before the vehicle system is started.

[0003] However, how to stably wake up the vehicle chip is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The embodiments of the present application provide a wake-up circuit, a wake-up system and a vehicle. The following introduces various aspects involved in the embodiments of the present application.

[0005] In a first aspect, a wake-up circuit is provided, including: a first ECU, including a first PMIC and a first MCU, the first PMIC is used to power the first MCU, and the first MCU is used to monitor a target system of a vehicle; a second ECU, including a second PMIC and a second MCU, the second PMIC is used to power the second MCU, and the second MCU is used to monitor the target system; a vehicle controller, connected to the first ECU and the second ECU, and used to send a wake-up signal to the first ECU and the second ECU to wake up the first MCU and the second MCU; wherein the first ECU and the second ECU are electrically isolated from each other.

[0006] As a possible implementation, the first ECU also includes: a first signal converter, connected to the vehicle controller and the first PMIC, for converting the wake-up signal received from the vehicle controller into a first wake-up signal, and sending the first wake-up signal to the first PMIC to wake up the first MCU; the second ECU also includes: a second signal converter, connected to the vehicle controller and the second PMIC, for converting the wake-up signal received from the vehicle controller into a second wake-up signal, and sending the second wake-up signal to the second PMIC to wake up the second MCU.

[0007] As a possible implementation manner, the first signal converter and the second signal converter are CAN transceivers.

[0008] As a possible implementation, the wake-up circuit also includes: a first isolation chip, connected to the first signal converter and the second PMIC, and used for converting the first wake-up signal received from the first signal converter into a first standard wake-up signal when the wake-up link of the second signal converter is in a fault state, and sending the first standard wake-up signal to the second PMIC to wake up the second MCU; and / or a second isolation chip, connected to the second signal converter and the first PMIC, and used for converting the second wake-up signal received from the second signal converter into a second standard wake-up signal when the wake-up link of the first signal converter is in a fault state, and sending the second standard wake-up signal to the first PMIC to wake up the first MCU.

[0009] As a possible implementation manner, the first isolation chip and the second isolation chip are optocoupler sensor chips.

[0010] As a possible implementation manner, when the power supply circuit between the first PMIC and the first MCU is in a disconnected state, the first MCU is in a sleep state; and / or when the power supply circuit between the second PMIC and the second MCU is in a disconnected state, the second MCU is in a sleep state.

[0011] As a possible implementation manner, the vehicle controller is further used to: detect the status of the first MCU and the second MCU before sending the wake-up signal to the first ECU and the second ECU.

[0012] As a possible implementation manner, the vehicle controller is further used to: send an ignition signal to the first ECU and the second ECU, and use the ignition signal to wake up the first MCU and the second MCU.

[0013] In a second aspect, a wake-up system is provided, comprising a wake-up circuit as described in the first aspect or any implementation manner of the first aspect.

[0014] The present application provides a wake-up circuit, including: a first ECU, including a first PMIC and a first MCU, the first PMIC is used to supply power to the first MCU, and the first MCU is used to monitor the target system of the vehicle; a second ECU, including a second PMIC and a second MCU, the second PMIC is used to supply power to the second MCU, and the second MCU is used to monitor the target system; a vehicle controller, connected to the first ECU and the second ECU, for sending a wake-up signal to the first ECU and the second ECU to wake up the first MCU and the second MCU; wherein the first ECU and the second ECU are electrically isolated. The two control systems (i.e., the first ECU and the second ECU) in this solution are independently powered, and the first ECU and the second ECU are electrically isolated, which helps to avoid the risk of complete failure of the control system (i.e., the first ECU and the second ECU) to wake up due to other power failures such as power short circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural diagram of a wake-up circuit provided in an embodiment of the present application.

[0016] Figure 2 It is a structural diagram of a wake-up circuit provided in another embodiment of the present application.

[0017] Figure 3 This is a schematic diagram of a solution for realizing MCU wake-up provided in an embodiment of the present application.

[0018] Figure 4 It is a structural diagram of a wake-up system provided in one embodiment of the present application.

[0019] Figure 5 It is a schematic diagram of the structure of a vehicle provided in one embodiment of the present application. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only embodiments of a part of the present application, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present application should fall within the scope of protection of the present application.

[0021] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0022] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention; the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance; in addition, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal connection of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0023] With the development of intelligence, the demand for chips (such as MCU) in vehicles is getting higher and higher. In order to reduce the power consumption of the vehicle system, the control chip is usually in a dormant state before the vehicle system is started. The dormant function can ensure the reasonable allocation and utilization of the energy of the whole vehicle and increase the endurance of the whole vehicle. At the same time, the wake-up function is also indispensable.

[0024] A variety of wake-up schemes have been proposed in related technologies, for example, a single-link wake-up architecture: the vehicle controller sends a wake-up command to the CAN communication chip, which then activates the power management integrated circuit, and then wakes up the MCU, and the system starts working. This single-link wake-up architecture is relatively simple to implement and can achieve normal wake-up functions, but there are also safety hazards: when the CAN communication chip fails, or there is a problem with the communication link (such as open circuits in connectors, wiring harnesses, PCB copper wires, etc.), the single-link wake-up architecture cannot achieve normal wake-up functions, which will have serious consequences in the use of some electronic systems with high safety requirements in vehicles (such as steering systems, brake systems, etc.).

[0025] For another example, in order to solve the problem that the failure of a single link will lead to the complete loss of function, a dual redundant wake-up architecture is proposed in the related technology, that is, an additional backup wake-up circuit (which can be called an auxiliary circuit) is added to the original single-link wake-up architecture. This dual redundant wake-up architecture can prevent the loss of wake-up function caused by an open circuit in a single link. It should be understood that when the main circuit fails, the auxiliary circuit directly takes over the main circuit, allowing the wake-up function to continue. However, this solution cannot avoid the problems caused by a power short circuit. When two links share the same power supply and the power supply fails, both the main circuit and the auxiliary circuit will be affected, resulting in the loss of function of the two links at the same time. Therefore, the conventional dual redundant wake-up architecture still has certain defects.

[0026] Therefore, how to stably wake up the vehicle chip is a technical problem that needs to be solved urgently.

[0027] In view of the above problems, the present application provides a wake-up circuit, including: a first electronic control unit (ECU), including a first power management integrated circuit (PMIC) and a first microcontroller unit (MCU), the first PMIC is used to supply power to the first MCU, and the first MCU is used to monitor the target system of the vehicle; a second ECU, including a second PMIC and a second MCU, the second PMIC is used to supply power to the second MCU, and the second MCU is used to monitor the target system; a vehicle controller, connected to the first ECU and the second ECU, for sending a wake-up signal to the first ECU and the second ECU to wake up the first MCU and the second MCU; wherein the first ECU and the second ECU are electrically isolated. The two control systems (i.e., the first ECU and the second ECU) in this solution are independently powered, and the first ECU and the second ECU are electrically isolated, which helps to avoid the risk of complete failure of the control system (i.e., the first ECU and the second ECU) to wake up due to other power failures such as power short circuit.

[0028] Combined with the following Figure 1 The wake-up circuit in the embodiment of the present application is described in detail. Figure 1 As shown, the wake-up circuit 100 may include a first ECU 110 , a second ECU 120 and a vehicle control unit (VCU) 130 .

[0029] The first ECU 110 includes a first PMIC 111 and a first MCU 112 . The first PMIC 111 is used to supply power to the first MCU 112 , and the first MCU 112 is used to monitor a target system of the vehicle.

[0030] The second ECU 120 includes a second PMIC 121 and a second MCU 122 . The second PMIC 121 is used to supply power to the second MCU 122 , and the second MCU 122 is used to monitor the target system.

[0031] The vehicle controller 130 is connected to the first ECU 110 and the second ECU 120 , and is used to send a wake-up signal to the first ECU 110 and the second ECU 120 to wake up the first MCU 112 and the second MCU 122 .

[0032] Taking into account that other power failures such as power short circuit may cause all line switching links to fail, the present application configures the first ECU 110 and the second ECU 120 to maintain an electrically isolated state, thereby improving the stability of the wake-up circuit 100.

[0033] It should be noted that monitoring a target system may refer to using an MCU to monitor and / or control a target system, and the target system may include but is not limited to: a powertrain system, a steering system, a braking system, an infotainment system, and a safety system.

[0034] It should be noted that the vehicle controller 130 is one of the core electronic control units in a vehicle (such as an electric vehicle and a hybrid vehicle), and is responsible for coordinating and managing the operation of various subsystems in the vehicle to ensure the safety, efficiency and optimized performance of the vehicle.

[0035] It should be noted that, in the vehicle system, multiple MCUs may be configured for the target system, and the multiple MCUs include the first MCU 112 and the second MCU 122 .

[0036] It should be understood that in this application, by using multiple MCUs to share computing tasks, the pressure on a single processor can be reduced, thereby achieving more efficient processing capabilities. In particular, in applications that require real-time response and high data throughput, such as advanced driver assistance systems (ADAS), a decentralized architecture can help ensure fast and reliable data processing.

[0037] It should be understood that in this application, target systems (such as braking systems, steering systems, etc.) can be increased by using multiple MCUs, that is, using two or more MCUs to perform the same function. If one MCU fails, other MCUs can take over its work to ensure the continued operation of the system. This is especially important for safety-critical systems.

[0038] It should be understood that in the embodiment of the present application, corresponding multiple PMICs can be configured for multiple MCUs, that is, multiple MCUs and multiple PMICs are set in a one-to-one correspondence, so that independent power supply of multiple MCUs can be achieved and electrical isolation is maintained between multiple ECUs.

[0039] In some implementations, see Figure 2 The first ECU 110 further includes a first signal converter 113. The first signal converter 113 is connected to both the vehicle controller 130 and the first PMIC 111. The first signal converter 113 is used to convert the wake-up signal received from the vehicle controller 130 into a first wake-up signal, and send the first wake-up signal to the first PMIC 111 to wake up the first MCU 112.

[0040] It should be understood that the first signal converter 113 and the vehicle controller 130 and the first PMIC 111 may be connected via a network bus, and the network bus may be, for example, a controller area network (CAN) bus, a Lin bus, or an Ethernet bus.

[0041] It should be understood that the first signal converter 113 can be used to convert the differential signal of the network bus into a logic level signal. That is, the wake-up signal received by the first signal converter 113 from the vehicle controller 130 is a differential signal, and the first wake-up signal is a logic level signal.

[0042] It should be understood that the type of the first signal converter 113 corresponds to the type of the network bus. For example, if the network bus is a CAN bus, the first signal converter 113 may be a CAN transceiver; for another example, if the network bus is a Lin bus, the first signal converter 113 may be a Lin transceiver; for another example, if the network bus is an Ethernet bus, the first signal converter 113 may be an Ethernet transceiver.

[0043] In some implementations, see Figure 2 The second ECU 120 also includes a second signal converter 123, which is connected to the vehicle controller 130 and the second PMIC 121. The second signal converter 123 is used to convert the wake-up signal received from the vehicle controller 130 into a second wake-up signal, and send the second wake-up signal to the second PMIC 121 to wake up the second MCU 122.

[0044] It should be understood that the second signal converter 123 and the vehicle controller 130 and the second PMIC 121 may be connected via a network bus, and the network bus may be, for example, a CAN bus, a Lin bus, or an Ethernet bus.

[0045] It should be understood that the second signal converter 123 can be used to convert the differential signal of the network bus into a logic level signal. That is, the wake-up signal received by the second signal converter 123 from the vehicle controller 130 is a differential signal, and the second wake-up signal is a logic level signal.

[0046] It should be understood that the type of the second signal converter 123 corresponds to the type of the network bus. For example, if the network bus is a CAN bus, the second signal converter 123 may be a CAN transceiver; for another example, if the network bus is a Lin bus, the second signal converter 123 may be a Lin transceiver; for another example, if the network bus is an Ethernet bus, the second signal converter 123 may be an Ethernet transceiver.

[0047] Since multiple ECUs in this application are electrically isolated from each other, multiple PMICs will also be electrically isolated from each other. As a result, there may be a voltage difference between the power supplies of multiple ECUs (also known as ground offset), that is, the two isolated power supply systems cannot directly communicate with each other normally. In order to solve this problem, this application also designs an isolation chip to reduce the impact of ground offset, so that the signals can be transmitted normally between the isolated power supplies.

[0048] For example, see Figure 2 , the wake-up circuit 100 also includes a first isolation chip 140 and a second isolation chip 150. The first isolation chip 140 is connected to the first signal converter 113 and the second PMIC 121. The first isolation chip 140 is used to convert the first wake-up signal received from the first signal converter 113 into a first standard wake-up signal when the wake-up link of the second signal converter 123 is in a fault state, and send the first standard wake-up signal to the second PMIC 121 to wake up the second MCU 122. It should be understood that due to the ground offset phenomenon, there will be a voltage difference between the voltage of the first wake-up signal and the voltage of the second wake-up signal. The first isolation chip 140 can be used to compensate for the voltage difference between the first wake-up signal and the second wake-up signal. The first standard wake-up signal is a wake-up signal after the voltage difference of the first wake-up signal is compensated. The voltage of the first standard wake-up signal is substantially consistent with the voltage of the second wake-up signal.

[0049] The second isolation chip 150 is connected to the second signal converter 123 and the first PMIC 111. The second isolation chip 150 is used to convert the second wake-up signal received from the second signal converter 123 into a second standard wake-up signal when the wake-up link of the first signal converter 113 is in a fault state, and send the second standard wake-up signal to the first PMIC 111 to wake up the first MCU 112. It should be understood that due to the ground offset phenomenon, there will be a voltage difference between the voltage of the second wake-up signal and the voltage of the first wake-up signal. The second isolation chip 150 can be used to compensate for the voltage difference between the second wake-up signal and the first wake-up signal. The second standard wake-up signal is a wake-up signal after the voltage difference of the second wake-up signal is compensated. The voltage of the second standard wake-up signal is substantially consistent with the voltage of the first wake-up signal.

[0050] In some implementations, the first isolation chip 140 may be a coupled sensor chip, and the second isolation chip 150 may be an optically coupled sensor chip.

[0051] It should be noted that the optocoupler sensor chip is simple to implement and has functions such as electrical isolation, level conversion, and signal transmission, as follows:

[0052] Electrical Isolation: Optocouplers can provide a high degree of electrical isolation between input and output circuits, which helps protect sensitive electronic equipment from high-voltage spikes and can break ground loops, reducing electromagnetic interference (EMI).

[0053] Level conversion: Since the input and output sides of optocouplers can have different supply voltages, they are often used to interface between systems with different logic levels.

[0054] Signal transmission: Optocouplers can be used to transmit digital signals, sending data across the isolation barrier while maintaining signal integrity.

[0055] Of course, the first isolation chip 140 and the second isolation chip 150 in the present application may also be other chips with similar functions, and the present application does not impose any specific limitation on this.

[0056] It should be noted that when the power supply circuit between the first PMIC 111 and the first MCU 112 is in a disconnected state, the first MCU 112 is in a dormant state; when the power supply circuit between the first PMIC 111 and the first MCU 112 is in a connected state, the first MCU 112 is in an awake state.

[0057] It should be noted that when the power supply circuit between the second PMIC 121 and the second MCU 122 is in a disconnected state, the second MCU 122 is in a dormant state; when the power supply circuit between the second PMIC 121 and the second MCU 122 is in a connected state, the second MCU 122 is in an awake state.

[0058] In some implementations, the vehicle controller 130 is further used to detect the status of the first MCU 112 and the second MCU 122 before sending a wake-up signal to the first ECU 110 and the second ECU 120. For example, the vehicle controller 130 can determine the status of the corresponding MCU based on the disconnection or connection status of the power supply circuit between the PMIC and the corresponding MCU. If the power supply circuit between the PMIC and the corresponding MCU is in a disconnected state, the corresponding MCU is in a dormant state; if the power supply circuit between the PMIC and the corresponding MCU is in a connected state, the corresponding MCU is in an awakened state.

[0059] It should be noted that the states of the first MCU 112 and the second MCU 122 include a sleep state and a wake-up state. For example, the first MCU 112 and the second MCU 122 are both in a sleep state or a wake-up state; for another example, the first MCU 112 is in a sleep state and the second MCU 122 is in a wake-up state, or the first MCU 112 is in a wake-up state and the second MCU 122 is in a sleep state, and this application does not impose specific restrictions on this.

[0060] In this application, on the basis of the network wake-up circuit 100, the hard-line wake-up circuit 100 function is added to meet the different wake-up mode requirements of users and further improve the security level of the system. The hard-line circuit can be, for example, a KL15 line, which can be used to transmit an ignition signal.

[0061] In some implementations, the vehicle controller 130 is further configured to send an ignition (IGN) signal to the first ECU 110 and the second ECU 120 , and wake up the first MCU 112 and the second MCU 122 using the ignition signal.

[0062] That is, the vehicle controller 130 and the first PMIC 111 and the second PMIC 121 can be connected via a network bus or via a hard line (such as KL15). Of course, the vehicle controller 130 and the first PMIC 111 and the second PMIC 121 can be connected via both a network and a hard line.

[0063] The following describes the embodiments of the present application in more detail with reference to specific examples. Figure 3 It is only to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the examples given, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0064] Combine the following Figure 2 and Figure 3 The MCU wake-up scheme in the embodiment of the present application is described in detail.

[0065] It should be noted that Figure 3 The network bus is a CAN bus, the first signal converter 113 is a CAN transceiver, the second signal converter 123 is a CAN transceiver, the wake-up link including the first signal converter 113 is a main wake-up link, and the wake-up link including the second signal converter 123 is an auxiliary wake-up link.

[0066] It should be noted that when the entire system (including the first ECU 110, the second ECU 120 and the vehicle controller 130) is in a dormant state, the MCU is in a shutdown mode, and the system only maintains the necessary CAN communication power consumption.

[0067] See also Figure 2 and Figure 3 , the MCU wake-up scheme in this application is as follows:

[0068] (1) Normal working mode: when the vehicle controller 130 detects that the single-chip microcomputer (i.e., the first MCU 112 and the second MCU 122) is in sleep mode, the vehicle controller 130 will send a CAN wake-up signal to the CAN transceiver (i.e., the first signal converter 113 and the second signal converter 123), and the CAN transceiver will transmit the wake-up signal to the power management chip (i.e., the first PMIC 111 and the second PMIC 121), and the power management chip will be activated and power the single-chip microcomputer, and the system will start to resume the normal working mode, thereby realizing the wake-up function of the system. In the normal working mode, the first ECU 110 and the second ECU 120 work independently, and there is no need to enable the cross wake-up function.

[0069] (2) When one of the CAN transceivers (such as the first signal converter 113) or the wake-up circuit 100 fails, the other CAN transceiver (such as the second signal converter 123) can replace the transceiver to transmit the wake-up signal to the power management chip of the first ECU 110 and the second ECU 120 at the same time. The power management chip is activated and supplies power to the microcontroller, and both redundant systems can successfully complete the wake-up process. Since the first ECU 110 and the second ECU 120 of the dual redundant system use independent power supplies respectively, there is a ground offset phenomenon, and therefore the two sides cannot directly complete signal communication. To this end, the present application uses an isolation chip (such as an optocoupler sensor chip) to allow the signal to realize the communication function between the two isolated power supplies, thereby preventing the dual power supply system from having a potential difference (the potential difference caused by the ground offset phenomenon, which can also be called a voltage difference), resulting in a decrease in the amplitude of the wake-up signal of the first ECU 110 after being transmitted to the second ECU 120, thereby causing signal distortion or disorder; or, preventing the dual power supply system from having a potential difference, resulting in a decrease in the amplitude of the wake-up signal of the second ECU 120 after being transmitted to the first ECU 110, thereby causing signal distortion or disorder.

[0070] (3) When the network wake-up fails completely or the user has a hard-line wake-up requirement, the present application can also enable the backup hard-line wake-up function. The vehicle controller 130 sends a KL15 wake-up signal (IGN signal) to the first ECU 110 and the second ECU 120. After the first ECU 110 and the second ECU 120 obtain the hard-line wake-up signal, they activate the first PMIC 111 and the second PMIC 121, and then power the MCUs of their respective systems, and the system completes the wake-up.

[0071] It should be understood that Figure 3 In the MCU wake-up scheme, if the CAN transceiver does not receive the wake-up signal, the CAN transceiver will continue to monitor the wake-up signal sent by the vehicle controller 130.

[0072] The present application also provides a wake-up system. Figure 4 The wake-up system 400 includes any type of wake-up circuit 100 mentioned above.

[0073] In some implementations, the wake-up system 400 may further include one or more circuit boards, and the wake-up circuit 100 may be disposed on the one or more circuit boards.

[0074] The present application also provides a vehicle, see Figure 5 , the vehicle 500 includes a wake-up system 400 .

[0075] It should be understood that the present application does not impose any specific limitation on the type of vehicle 500 . For example, vehicle 500 may be a traditional gasoline vehicle, an electric vehicle, or a hybrid vehicle.

[0076] The above are only specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present disclosure, which should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. A wake-up circuit, characterized in that: include: A first ECU, comprising a first PMIC and a first MCU, wherein the first PMIC is used to supply power to the first MCU, and the first MCU is used to monitor a target system of a vehicle; A second ECU, comprising a second PMIC and a second MCU, wherein the second PMIC is used to supply power to the second MCU, and the second MCU is used to monitor the target system; A vehicle controller, connected to the first ECU and the second ECU, and configured to send a wake-up signal to the first ECU and the second ECU to wake up the first MCU and the second MCU; The first ECU and the second ECU are electrically isolated from each other.

2. The wake-up circuit according to claim 1, characterized in that: The first ECU further comprises: a first signal converter, connected to the vehicle controller and the first PMIC, for converting the wake-up signal received from the vehicle controller into a first wake-up signal, and sending the first wake-up signal to the first PMIC to wake up the first MCU; The second ECU further includes: The second signal converter is connected to the vehicle controller and the second PMIC, and is used for converting the wake-up signal received from the vehicle controller into a second wake-up signal, and sending the second wake-up signal to the second PMIC to wake up the second MCU.

3. The wake-up circuit according to claim 2, characterized in that: The first signal converter and the second signal converter are CAN transceivers.

4. The wake-up circuit according to claim 2, characterized in that: The wake-up circuit also includes: a first isolation chip, connected to the first signal converter and the second PMIC, for converting the first wake-up signal received from the first signal converter into a first standard wake-up signal when the wake-up link of the second signal converter is in a fault state, and sending the first standard wake-up signal to the second PMIC to wake up the second MCU; and / or A second isolation chip is connected to the second signal converter and the first PMIC, and is used for converting the second wake-up signal received from the second signal converter into a second standard wake-up signal when the wake-up link of the first signal converter is in a fault state, and sending the second standard wake-up signal to the first PMIC to wake up the first MCU.

5. The wake-up circuit according to claim 4, characterized in that: The first isolation chip and the second isolation chip are optical coupling sensor chips.

6. The wake-up circuit according to claim 1, characterized in that: When the power supply circuit between the first PMIC and the first MCU is in a disconnected state, the first MCU is in a sleep state; and / or When the power supply loop between the second PMIC and the second MCU is in a disconnected state, the second MCU is in a sleep state.

7. The wake-up circuit according to claim 6, characterized in that: The vehicle controller is also used for: Before sending the wake-up signal to the first ECU and the second ECU, the states of the first MCU and the second MCU are detected.

8. The wake-up circuit according to any one of claims 1 to 7, characterized in that: The vehicle controller is also used for: An ignition signal is sent to the first ECU and the second ECU, and the first MCU and the second MCU are awakened by using the ignition signal.

9. A wake-up system, characterized in that: The wake-up circuit comprises the wake-up circuit as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: Comprising the wake-up system as claimed in claim 9.

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