Wake-up circuit, wake-up system and vehicle

Abstract

The application discloses a wake-up circuit, a wake-up system and a vehicle, the wake-up circuit comprising: a first ECU comprising a first PMIC and a first MCU, the first PMIC being configured to supply power to the first MCU, and the first MCU being configured to monitor a target system of the vehicle; a second ECU comprising a second PMIC and a second MCU, the second PMIC being configured to supply power to the second MCU, and the second MCU being configured to monitor the target system; and 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; wherein the first ECU and the second ECU are electrically isolated from each other. In the scheme, two sets of control systems (i.e. the first ECU and the second ECU) are independently powered, and the first ECU and the second ECU are electrically isolated from each other, thereby helping to avoid the risk of complete failure of the control system to wake up caused by power supply short circuit and other power supply faults.

Description

TECHNICAL FIELD

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

[0002] With the development of intelligence, the demand for chips (such as MCUs) of vehicles is increasing. In order to reduce the power consumption of the vehicle system, the control chip is usually in a sleep state before the vehicle system is started.

[0003] However, how to stably wake up the vehicle chip is a technical problem to be solved. SUMMARY

[0004] Embodiments of the present application provide a wake-up circuit, a wake-up system and a vehicle. The following introduces each aspect related to the embodiments of the present application.

[0005] In a first aspect, a wake-up circuit is provided, comprising: a first ECU comprising a first PMIC and a first MCU, the first PMIC being configured to supply power to the first MCU, and the first MCU being configured to monitor a target system of a vehicle; a second ECU comprising a second PMIC and a second MCU, the second PMIC being configured to supply power to the second MCU, and the second MCU being configured to monitor the target system; and a vehicle controller connected to the first ECU and the second ECU, 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; wherein the first ECU and the second ECU are electrically isolated.

[0006] As a possible implementation, the first ECU further comprises a first signal converter connected to the vehicle controller and the first PMIC, configured to convert the wake-up signal received from the vehicle controller into a first wake-up signal, and send the first wake-up signal to the first PMIC to wake up the first MCU; and the second ECU further comprises a second signal converter connected to the vehicle controller and the second PMIC, configured to convert the wake-up signal received from the vehicle controller into a second wake-up signal, and send the second wake-up signal to the second PMIC to wake up the second MCU.

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

[0008] As a possible implementation, the wake-up circuit further comprises: a first isolation chip connected with the first signal converter and the second PMIC, configured to convert 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 send the first standard wake-up signal to the second PMIC to wake up the second MCU; and / or a second isolation chip connected with the second signal converter and the first PMIC, configured to convert 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 send the second standard wake-up signal to the first PMIC to wake up the first MCU.

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

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

[0011] As a possible implementation, the vehicle controller is further configured to: detect the state 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, the vehicle controller is further configured to: send an ignition signal to the first ECU and the second ECU, and wake up the first MCU and the second MCU by using the ignition signal.

[0013] In a second aspect, a wake-up system is provided, comprising the wake-up circuit according to the first aspect or any possible implementation of the first aspect.

[0014] The application provides a wake-up circuit, comprising: a first ECU comprising a first PMIC and a first MCU, the first PMIC being configured to supply power to the first MCU, and the first MCU being configured to monitor a target system of a vehicle; a second ECU comprising a second PMIC and a second MCU, the second PMIC being configured to supply power to the second MCU, and the second MCU being configured to monitor the target system; and a vehicle controller connected to the first ECU and the second ECU, 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; wherein the first ECU and the second ECU are electrically isolated. In the scheme, the two sets of control systems (i.e. the first ECU and the second ECU) are independently powered, and the first ECU and the second ECU are electrically isolated, thereby helping to avoid the risk of complete failure of the control system (i.e. the first ECU and the second ECU) caused by power supply short circuit and other power supply failures. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 FIG. 1 is a structural schematic diagram of a wake-up circuit according to an embodiment of the application.

[0016] Figure 2 FIG. 2 is a structural schematic diagram of a wake-up circuit according to another embodiment of the application.

[0017] Figure 3 FIG. 3 is a schematic diagram of a scheme for implementing MCU wake-up according to an embodiment of the application.

[0018] Figure 4 FIG. 4 is a structural schematic diagram of a wake-up system according to an embodiment of the application.

[0019] Figure 5 FIG. 5 is a structural schematic diagram of a vehicle according to an embodiment of the application. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application shall fall within the scope of protection of the present application.

[0021] In this document, reference to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive of one another. Those skilled in the art will appreciate that embodiments described herein can 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", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application; the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance; in addition, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood in a broad sense, for example, it can be a fixed connection, or it can be a detachable connection; it can be directly connected, or indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

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

[0024] A variety of wake-up schemes are proposed in the related art, for example, a single-link wake-up architecture: the vehicle controller sends a wake-up instruction to the CAN communication chip, which then activates the power management integrated circuit, thereby waking up the MCU and starting the system. This single-link wake-up architecture implementation is relatively simple and can achieve normal wake-up functions, but it also has safety hazards: when the CAN communication chip fails or the communication link has problems (such as connectors, wiring harnesses, PCB copper wire open circuits, etc.), the single-link wake-up architecture cannot normally implement the wake-up function, which can have serious consequences in the use of some vehicle electronic systems with high safety requirements (such as steering systems, brake systems, etc.).

[0025] For example, to solve the problem that single-link failure can cause complete loss of function, the related art proposes a dual-redundancy wake-up architecture, that is, an additional standby wake-up circuit (which can be referred to as an auxiliary path) is added to the original single-link wake-up architecture, which can prevent the wake-up function from being lost due to an open circuit in the single link. It should be understood that when the main path fails, the auxiliary path directly takes over the work of the main path, allowing the wake-up function to continue. However, this scheme cannot avoid the problems caused by a short circuit in the power supply. When the two links share the same power supply and the power supply fails, both the main path and the auxiliary path will be affected, resulting in simultaneous loss of function in both links. Therefore, the conventional dual-redundancy wake-up architecture still has certain defects.

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

[0027] To solve the above problems, the application provides a wake-up circuit, which comprises a first electronic control unit (ECU) comprising a first power management integrated circuit (PMIC) and a first microcontroller unit (MCU), the first PMIC being configured to supply power to the first MCU, and the first MCU being configured to monitor a target system of a vehicle; a second ECU comprising a second PMIC and a second MCU, the second PMIC being configured to supply power to the second MCU, and the second MCU being configured to monitor the target system; and a vehicle control unit (VCU) 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; wherein the first ECU and the second ECU are electrically isolated. In the present application, two sets of control systems (i.e. the first ECU and the second ECU) are independently powered, and the first ECU and the second ECU are electrically isolated, thereby helping to avoid the risk of complete failure of the control system (i.e. the first ECU and the second ECU) caused by power supply short circuit and other power supply faults.

[0028] The wake-up circuit in the embodiments of the application will be described in detail below. Figure 1 As shown in FIG. 1, the wake-up circuit 100 can comprise a first ECU 110, a second ECU 120 and a vehicle control unit (VCU) 130. Figure 1

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

[0030] The second ECU 120 comprises a second PMIC 121 and a second MCU 122, the second PMIC 121 being configured to supply power to the second MCU 122, and the second MCU 122 being configured to monitor the target system.

[0031] The vehicle control unit 130 is connected to the first ECU 110 and the second ECU 120, and is configured 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] ​In consideration of other power supply failures such as power supply short circuit, which may cause all line change links to fail, the first ECU 110 and the second ECU 120 are configured to maintain electrical isolation therebetween, thereby improving the stability of the wake-up circuit 100.

[0033] It should be noted that the monitoring target system can refer to monitoring and / or controlling the target system by the MCU, and the target system can include but is not limited to: power transmission system, steering system, braking system, infotainment system, 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). It is responsible for coordinating and managing the operation of various subsystems in the vehicle, ensuring the safety, efficiency and optimization of the vehicle performance.

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

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

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

[0038] It should be understood that in the embodiments of the present application, multiple PMICs can be configured for multiple MCUs, i.e., multiple MCUs and multiple PMICs are one-to-one set, thereby enabling independent power supply for multiple MCUs, and maintaining electrical isolation between multiple ECUs.

[0039] In some implementations, referring to Figure 2 The first ECU 110 further includes a first signal converter 113. The first signal converter 113 is connected with the vehicle controller 130 and the first PMIC 111, and 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 can be connected with the vehicle controller 130 and the first PMIC 111 through a network bus, which can be a controller area network (CAN) bus, a Lin bus, or an Ethernet bus, etc.

[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 can be a CAN transceiver; for another example, if the network bus is a Lin bus, the first signal converter 113 can be a Lin transceiver; for another example, if the network bus is an Ethernet bus, the first signal converter 113 can be an Ethernet transceiver.

[0043] In some implementations, continuing to refer to Figure 2 , the second ECU 120 further includes a second signal converter 123 connected with the vehicle controller 130 and the second PMIC 121, and 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 can be connected with the vehicle controller 130 and the second PMIC 121 through a network bus, which can be a CAN bus, a Lin bus, or an Ethernet bus, etc.

[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 can be a CAN transceiver; for another example, if the network bus is a Lin bus, the second signal converter 123 can be a Lin transceiver; for another example, if the network bus is an Ethernet bus, the second signal converter 123 can be an Ethernet transceiver.

[0047] Since the multiple ECUs in the present application are electrically isolated, the multiple PMICs are also electrically isolated. In this way, the phenomenon of voltage difference between the power supplies of the multiple ECUs (which can also be referred to as the ground offset phenomenon) is caused, that is, the two sets of isolated power supply systems cannot directly communicate normally. In order to solve this problem, the present application also designs an isolation chip to reduce the influence of the ground offset, so that the isolated power supplies can keep the signals transmitted normally.

[0048] Exemplarily, continuing to refer to Figure 2 The wake-up circuit 100 further includes a first isolation chip 140 and a second isolation chip 150. The first isolation chip 140 is connected with the first signal converter 113 and the second PMIC 121, and is configured 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 is a voltage difference between the voltage of the first wake-up signal and the voltage of the second wake-up signal, and 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 the wake-up signal after the voltage difference compensation of the first wake-up signal. The voltage of the first standard wake-up signal is basically consistent with the voltage of the second wake-up signal.

[0049] The second isolation chip 150 is connected with the second signal converter 123 and the first PMIC 111, and is configured 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 is a voltage difference between the voltage of the second wake-up signal and the voltage of the first wake-up signal, and 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 the wake-up signal after the voltage difference compensation of the second wake-up signal. The voltage of the second standard wake-up signal is basically consistent with the voltage of the first wake-up signal.

[0050] In some implementations, the first isolation chip 140 can be an optocoupler chip, and the second isolation chip 150 can be an optocoupler chip.

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

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

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

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

[0055] Of course, the first isolation chip 140 and the second isolation chip 150 in this application can also be other chips with similar functions, and this application does not make specific limitations.

[0056] It should be noted that when the power supply loop between the first PMIC 111 and the first MCU 112 is in a disconnected state, the first MCU 112 is in a sleep state; when the power supply loop between the first PMIC 111 and the first MCU 112 is in a connected state, the first MCU 112 is in a wake-up state.

[0057] It should be noted that when the power supply loop between the second PMIC 121 and the second MCU 122 is in a disconnected state, the second MCU 122 is in a sleep state; when the power supply loop between the second PMIC 121 and the second MCU 122 is in a connected state, the second MCU 122 is in a wake-up state.

[0058] In some implementations, the vehicle controller 130 is also configured to detect the state of the first MCU 112 and the second MCU 122 before sending the wake-up signal to the first ECU 110 and the second ECU 120. For example, the vehicle controller 130 can determine the state of the corresponding MCU according to the disconnection or connection state of the power supply loop between the PMIC and the corresponding MCU. If the power supply loop between the PMIC and the corresponding MCU is in a disconnected state, the corresponding MCU is in a sleep state; if the power supply loop between the PMIC and the corresponding MCU is in a connected state, the corresponding MCU is in a wake-up state.

[0059] It should be noted that the state of the first MCU 112 and the second MCU 122 includes a sleep state and a wake-up state. For example, the first MCU 112 and the second MCU 122 are in a sleep state or a wake-up state; for 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 make specific limitations.

[0060] In the present application, the hard-wire wake-up circuit 100 is added on the basis of the network wake-up circuit 100, which can meet the different wake-up mode requirements of users and further improve the security level of the system. The hard-wire 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 can be connected to the first PMIC 111 and the second PMIC 121 through a network bus or a hard-wire line (such as KL15). Of course, the vehicle controller 130 can be connected to the first PMIC 111 and the second PMIC 121 through both the network and the hard-wire line.

[0063] The embodiments of the present application will be described in more detail below with reference to specific examples. In the following examples, Figure 3 The examples are only intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific values or specific scenarios exemplified. 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] The embodiments of the present application will be described in more detail below with reference to specific examples. In the following examples, Figure 2 and Figure 3 The MCU wake-up scheme in the embodiments of the present application will be described in detail.

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

[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 sleep state, the MCU is in a shutdown mode, and the system only maintains necessary CAN communication power consumption.

[0067] Referring to Figure 2 and Figure 3 , the MCU wake-up scheme in the present 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 a dormant state. The vehicle controller 130 will issue 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 deliver the wake-up signal to the power management chip (i.e., the first PMIC 111 and the second PMIC 121), which will be activated and provide power to the single-chip microcomputer. The system will resume normal working mode, thereby achieving the wake-up function of the system. In the normal working mode, the first ECU 110 and the second ECU 120 work independently, and the cross-wake-up function does not need to be enabled.

[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 failed transceiver and deliver the wake-up signal to the power management chips of the first ECU 110 and the second ECU 120. The power management chips will be activated and provide power to the single-chip microcomputers. 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, there is a ground offset phenomenon, so the two sides cannot directly complete signal communication. To solve this problem, the application uses an isolation chip (such as an optical coupling sensor chip) to enable signal communication between the two isolated power supplies. This prevents the dual-power system from causing the wake-up signal amplitude to decrease when the wake-up signal from the first ECU 110 is transmitted to the second ECU 120, which in turn causes signal distortion or disorder. Alternatively, it prevents the dual-power system from causing the wake-up signal amplitude to decrease when the wake-up signal from the second ECU 120 is transmitted to the first ECU 110, which in turn causes signal distortion or disorder.

[0070] (3) When the network wake-up completely fails or the user has a hard-wire wake-up requirement, the application can also enable the standby hard-wire wake-up function. The vehicle controller 130 issues 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-wire wake-up signal, the first PMIC 111 and the second PMIC 121 are activated, thereby providing power to the MCUs of the respective systems, and the system completes the wake-up.

[0071] It should be understood that in the MCU wake-up scheme of the application, Figure 3 If the CAN transceiver does not receive the wake-up signal, the CAN transceiver will continuously monitor the wake-up signal sent by the vehicle controller 130.

[0072] The embodiment of the present application further provides a wake-up system, referring to Figure 4 The wake-up system 400 comprises the wake-up circuit 100 of any type mentioned above.

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

[0074] The embodiment of the present application further provides a vehicle, referring to Figure 5 The vehicle 500 comprises the wake-up system 400.

[0075] It should be understood that the type of the vehicle 500 is not specifically limited in the present application, for example, the vehicle 500 can be a traditional oil vehicle, an electric vehicle or a hybrid vehicle, etc.

[0076] The above merely provides a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A wake-up circuit, characterized in that, include: The first ECU includes 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. The second ECU includes 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. The vehicle controller, connected to the first ECU and the second ECU, is 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; The first ECU and the second ECU are electrically isolated from each other. The first ECU further includes: A first signal converter, connected to the vehicle controller and the first PMIC, is used to convert the wake-up signal received from the vehicle controller into a first wake-up signal and send the first wake-up signal to the first PMIC to wake up the first MCU; The second ECU also includes: The second signal converter, connected to the vehicle controller and the second PMIC, is used to convert the wake-up signal received from the vehicle controller into a second wake-up signal and send the second wake-up signal to the second PMIC to wake up the second MCU.

2. The wake-up circuit according to claim 1, characterized in that, The first signal converter and the second signal converter are CAN transceivers.

3. The wake-up circuit according to claim 1, characterized in that, The wake-up circuit also includes: A first isolation chip, connected to the first signal converter and the second PMIC, is used to convert the first wake-up signal received from the first signal converter into a first standard wake-up signal and send the first standard wake-up signal to the second PMIC to wake up the second MCU when the wake-up link of the second signal converter is in a fault state; and / or The second isolation chip, connected to the second signal converter and the first PMIC, is used to convert the second wake-up signal received from the second signal converter into a second standard wake-up signal and send the second standard wake-up signal to the first PMIC to wake up the first MCU when the wake-up link of the first signal converter is in a fault state.

4. The wake-up circuit according to claim 3, characterized in that, The first isolation chip and the second isolation chip are optocoupler sensor chips.

5. 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 disconnected, the first MCU is in a sleep state; and / or When the power supply circuit between the second PMIC and the second MCU is disconnected, the second MCU is in a sleep state.

6. The wake-up circuit according to claim 5, 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.

7. The wake-up circuit according to any one of claims 1-6, characterized in that, The vehicle controller is also used for: Ignition signals are sent to the first ECU and the second ECU, and the ignition signals are used to wake up the first MCU and the second MCU.

8. A wake-up system, characterized in that, Includes the wake-up circuit as described in any one of claims 1-7.

9. A vehicle, characterized in that, Including the wake-up system as described in claim 8.

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