Wake-up recovery circuit of battery management system for automobile

Abstract

The utility model discloses a wake-up recovery circuit of an automobile battery management system, which comprises a microcontroller, a CAN bus transceiver and a power switch, the CAN bus transceiver acquires automobile BMS related information and transmits the related information to the microcontroller, the CAN bus transceiver is electrically connected with the microcontroller for data transmission and recovery, and the microcontroller is electrically connected with the power switch. The power switch is connected to a battery through a VBAT interface, the power switch controls the on-off state through an EN pin, when the EN pin is pulled up, the power switch is turned on to enable VBAT voltage to flow to a system, the power switch outputs through a Q2 pin to drive other loads, an RxD pin and a TxD pin of the CAN bus transceiver are electrically connected with an IN pin and an Out pin of the microcontroller respectively, and the microcontroller outputs the VBAT voltage to the battery. The VBAT interface is electrically connected with a diode D1, a resistor R3 and a resistor R2 and then is electrically connected with a WAKE interface of the CAN bus transceiver.

Description

Technical Field

[0001] The utility model relates to the field of circuits, in particular to a wake-up recovery circuit of a battery management system for an automobile. Background Art

[0002] At present, with the rapid development of electric and hybrid electric vehicle technologies, the importance of automotive battery management systems (BMS) has become increasingly prominent. BMS is not only responsible for monitoring the health of the battery pack, such as key parameters such as voltage, current, and temperature, but also participates in core functions such as battery charge and discharge control, extending battery life, and ensuring driving safety. However, traditional automotive battery management systems face several challenges in design, especially in terms of energy efficiency management, system response speed, data transmission reliability, and system stability.

[0003] Energy efficiency management issues: Existing BMS designs often ignore the energy consumption of the system when it is not working, and lack an effective power management mechanism, which causes battery energy to be wasted in unnecessary losses, affecting the overall endurance of the vehicle.

[0004] Insufficient system responsiveness: Some BMS systems cannot respond quickly to external requests or internally monitored emergencies due to insensitive wake-up mechanism design, which affects the timely adjustment and processing of battery status and reduces the practicality and safety of the system.

[0005] Data transmission reliability issues: In complex vehicle environments, electromagnetic interference (EMI) is an important factor affecting communication quality. In existing technologies, the anti-interference ability of CAN bus data transmission is limited, which may cause data errors or loss, affecting the accuracy of battery management and the correctness of decision-making.

[0006] System stability and durability: Inadequate protection measures in the system design, such as the lack of adequate circuit protection components and filtering measures, make the BMS prone to failure when faced with overvoltage, overcurrent or electromagnetic interference, shortening the system life and increasing maintenance costs.

[0007] Scalability and compatibility limitations: With the continuous advancement of battery technology and vehicle electronic architecture, BMS needs to cope with more diverse battery configurations and more complex system integration requirements. However, existing BMS designs are often not flexible enough, making it difficult to easily add new functions or be compatible with different platforms, limiting its application scope and development potential.

[0008] In summary, the existing automotive battery management systems have obvious technical bottlenecks in terms of energy efficiency, response speed, data transmission reliability, system stability and scalability. A new type of wake-up and data retrieval circuit design is urgently needed to overcome the above challenges and meet the needs of modern electric vehicles for efficient, reliable and intelligent battery management. Utility Model Content

[0009] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0010] A wake-up and recovery circuit for a battery management system for an automobile comprises a microcontroller, a CAN bus transceiver, and a power switch. The CAN bus transceiver collects automobile BMS related information and transmits the related information to the microcontroller, so that the CAN bus transceiver is electrically connected to the microcontroller for data transmission and recovery. The power switch is connected to a battery through a VBAT interface. The power switch controls the on and off state through an EN pin. When the EN pin is pulled high, the power switch is turned on to allow the VBAT voltage to flow to the system. The power switch is output through a Q2 pin to drive other loads. The RxD pin and the TxD pin of the CAN bus transceiver are electrically connected to the IN pin and the Out pin of the microcontroller respectively. The VBAT interface is electrically connected to a diode D1, a resistor R3, and a resistor R2, and then electrically connected to the WAKE interface of the CAN bus transceiver.

[0011] Furthermore, a switch is electrically connected between the resistor R3 and the resistor R2 and then grounded.

[0012] Furthermore, the model of the power switch is TLE4478D, the first pin of the power switch is electrically connected to a diode and then electrically connected to the VBAT interface, and the power switch also includes an EN pin, a Q1 pin, and a Q2 pin.

[0013] Further, the model of the CAN bus transceiver is TLE9252V, the 7th pin of the CAN bus transceiver is electrically connected to the EN pin of the power switch, the Q2 pin of the power switch is electrically connected to the 3rd pin of the CAN bus transceiver, and the Q1 pin of the power switch is electrically connected to the 5th pin of the CAN bus transceiver.

[0014] Furthermore, the Q2 pin of the power switch is electrically connected to a capacitor C1 and a capacitor C2 respectively and then grounded, and the Q1 pin of the power switch is electrically connected to a capacitor C3 and a capacitor C4 respectively and then grounded.

[0015] Furthermore, the Q1 pin of the power switch is electrically connected to the VIO pin of the microcontroller, and the line through which the Q1 pin of the power switch is electrically connected to the VIO pin of the microcontroller is also electrically connected to a capacitor C5 and then grounded.

[0016] Further, the 10th pin of the CAN bus transceiver is electrically connected to the VBAT pin through a diode D1, the 13th pin of the CAN bus transceiver is electrically connected to the CANH interface, the 12th pin of the CAN bus transceiver is electrically connected to the CANL interface, and a resistor R1 is electrically connected between the CANH interface and the CANL interface.

[0017] Furthermore, the 14th pin, the 6th pin, and the 8th pin of the CAN bus transceiver are electrically connected to the OUT pin, the OUT pin, and the IN pin of the microcontroller, respectively.

[0018] Working principle: This application provides a wake-up and recovery circuit for an automotive battery management system, which includes a power switch (TLE4478D) and a CAN bus transceiver (TLE9252V). The power switch is used to control the power supply of the system, while the CAN bus transceiver is responsible for data transmission and recovery between the microcontroller. The power switch is connected to the battery through the VBAT pin, and its on and off state can be controlled by the EN pin. When the EN pin is pulled high, the power switch turns on, allowing the VBAT voltage to flow to the system. At the same time, the power switch also has a Q2 output that can be used to drive other loads or devices. The RxD and TxD pins of the CAN bus transceiver are connected to the microcontroller IN and Out pins for receiving and sending data. In this way, the microcontroller can communicate with external devices and obtain information from them.

[0019] Specifically, the power switch is connected to the battery through the VBAT interface, and its function is to control whether power flows into the system. When the EN pin is pulled high, the power switch is turned on, allowing the VBAT voltage to flow to the system. At the same time, the Q2 pin of the power switch can be output to drive other loads. The CAN bus transceiver is responsible for collecting information from the car BMS and transmitting this information to the microcontroller. It has RxD and TxD pins, which correspond to the functions of receiving and sending data respectively. The RxD pin is connected to the IN pin of the microcontroller, while the TxD pin is connected to the Out pin of the microcontroller, so that two-way communication between the two can be achieved. In order to realize the wake-up recovery function, resistors R3 and R2 are used in the circuit, and a switch is connected between them and grounded. This configuration makes it possible to control the way current flows through R3 and R2 by changing the state of the switch, thereby affecting the opening or closing of the power switch, and then realizing the wake-up or sleep operation of the system. Multiple capacitors (C1 to C5) are used in the circuit, which are mainly used for filtering and voltage stabilization. For example, C1 and C2 are connected to the Q2 pin of the power switch, which may be used to provide a stable power supply. In addition, diode D1 is used to prevent reverse current flow and protect the circuit from damage.

[0020] The circuit of the present application utilizes a power switch and a CAN bus transceiver to realize the collection and processing of automobile battery management system information, and realizes the wake-up and recovery function through a specific resistor and capacitor configuration.

[0021] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0022] The automotive battery management system wake-up and recovery circuit technology solution of this application has obvious advantages in improving energy utilization efficiency, enhancing system performance, ensuring data transmission quality, promoting system stability and scalability, etc., and has important value in promoting the advancement of automotive electronic technology and achieving energy conservation and emission reduction goals, which is specifically reflected in the following aspects:

[0023] Efficient energy management and energy saving: By adopting the TLE4478D power switch and intelligent control logic, the system can automatically enter low-power mode when there is no operation or standby, and only be activated by an external wake-up signal when needed, which greatly reduces unnecessary energy consumption, extends the vehicle battery life, and improves overall energy efficiency.

[0024] Enhanced system responsiveness: The wake-up control mechanism integrated in the circuit design, especially the automatic wake-up function based on CAN bus activity, ensures that the system can quickly respond to external requests or internal monitoring needs, improving the real-time performance and reliability of the battery management system (BMS).

[0025] Reliability and accuracy of data transmission: A stable data transmission link is established between the TLE9252V CAN bus transceiver and the microcontroller. Through carefully designed electrical isolation and filtering measures (such as capacitors C1 to C5), electromagnetic interference is effectively suppressed, ensuring the integrity and accuracy of data transmission, which is crucial for accurate monitoring of battery status.

[0026] System stability and durability: The protection measures added to the circuit, such as diode D1 to prevent reverse discharge of the battery, and the filter capacitors at each key node, enhance the anti-disturbance ability and long-term operation stability of the entire system, reduce the failure rate, and extend the service life of the system.

[0027] Flexible scalability and compatibility: The Q2 pin is designed to drive additional loads, which provides the possibility for future functional expansion of the system, such as connecting more sensors or actuators to adapt to more complex and changeable battery management requirements, while also ensuring good compatibility with different vehicle models and battery types.

[0028] Simplify design and reduce costs: Through highly integrated hardware components and optimized circuit layout, this solution simplifies system design complexity while ensuring high performance, reduces material costs and assembly difficulty, and is conducive to large-scale production and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a circuit connection block diagram of this application; DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0031] The utility model provides a wake-up circuit for a battery management system for an automobile, such as Figure 1 As shown, a wake-up and recovery circuit for a battery management system for an automobile, characterized in that it includes a microcontroller, a CAN bus transceiver, and a power switch. The CAN bus transceiver collects relevant information about the automobile BMS and transmits the relevant information to the microcontroller, so that the CAN bus transceiver is electrically connected to the microcontroller for data transmission and recovery. The power switch is connected to the battery through the VBAT interface. The power switch controls the open and closed state through the EN pin. When the EN pin is pulled high, the power switch is turned on, so that the VBAT voltage can flow to the system. The power switch is output through the Q2 pin to drive other loads. The RxD pin and the TxD pin of the CAN bus transceiver are electrically connected to the IN pin and the Out pin of the microcontroller respectively. The VBAT interface is electrically connected to a diode D1, a resistor R3, and a resistor R2, and then electrically connected to the WAKE interface of the CAN bus transceiver. A switch is electrically connected between the resistor R3 and the resistor R2 and then grounded. The model of the power switch is TLE4478D, and the first pin of the power switch is electrically connected to a diode and then electrically connected to the VBAT interface. The power switch also includes an EN pin, a Q1 pin, and a Q2 pin. The model of the CAN bus transceiver is TLE9252V, the 7th pin of the CAN bus transceiver is electrically connected to the EN pin of the power switch, the Q2 pin of the power switch is electrically connected to the 3rd pin of the CAN bus transceiver, the Q1 pin of the power switch is electrically connected to the 5th pin of the CAN bus transceiver, the Q2 pin of the power switch is also electrically connected to a capacitor C1 and a capacitor C2 respectively and then grounded, the Q1 pin of the power switch is also electrically connected to a capacitor C3 and a capacitor C4 respectively and then grounded. The Q1 pin of the power switch is electrically connected to the VIO pin of the microcontroller, and the line of the Q1 pin of the power switch electrically connected to the VIO pin of the microcontroller is also electrically connected to a capacitor C5 and then grounded. The 10th pin of the CAN bus transceiver is electrically connected to the VBAT pin through a diode D1, the 13th pin of the CAN bus transceiver is electrically connected to the CANH interface, the 12th pin of the CAN bus transceiver is electrically connected to the CANL interface, and a resistor R1 is electrically connected between the CANH interface and the CANL interface. The 14th pin, the 6th pin and the 8th pin of the CAN bus transceiver are electrically connected to the OUT pin, the OUT pin and the IN pin of the microcontroller respectively.

[0032] The present application provides a wake-up and recovery circuit for an automotive battery management system, which includes a power switch (TLE4478D) and a CAN bus transceiver (TLE9252V). The power switch is used to control the power supply of the system, while the CAN bus transceiver is responsible for data transmission and recovery between the microcontroller. The power switch is connected to the battery through the VBAT pin, and its on and off state can be controlled by the EN pin. When the EN pin is pulled high, the power switch turns on, allowing the VBAT voltage to flow to the system. At the same time, the power switch also has a Q2 output that can be used to drive other loads or devices.

[0033] The RxD and TxD pins of the CAN bus transceiver are connected to the IN and Out pins of the microcontroller for receiving and sending data. In this way, the microcontroller can communicate with external devices and get information from them.

[0034] Specifically, the power switch is connected to the battery through the VBAT interface, and its function is to control whether power flows into the system. When the EN pin is pulled high, the power switch is turned on, allowing the VBAT voltage to flow to the system. At the same time, the Q2 pin of the power switch can be output to drive other loads. The CAN bus transceiver is responsible for collecting information from the car BMS and transmitting this information to the microcontroller. It has RxD and TxD pins, which correspond to the functions of receiving and sending data respectively. The RxD pin is connected to the IN pin of the microcontroller, while the TxD pin is connected to the Out pin of the microcontroller, so that two-way communication between the two can be achieved. In order to realize the wake-up recovery function, resistors R3 and R2 are used in the circuit, and a switch is connected between them and grounded. This configuration makes it possible to control the way current flows through R3 and R2 by changing the state of the switch, thereby affecting the opening or closing of the power switch, and then realizing the wake-up or sleep operation of the system. Multiple capacitors (C1 to C5) are used in the circuit, which are mainly used for filtering and voltage stabilization. For example, C1 and C2 are connected to the Q2 pin of the power switch, which may be used to provide a stable power supply. In addition, diode D1 is used to prevent reverse current flow and protect the circuit from damage.

[0035] The circuit of the present application utilizes a power switch and a CAN bus transceiver to realize the collection and processing of automobile battery management system information, and realizes the wake-up and recovery function through a specific resistor and capacitor configuration.

[0036] In a specific embodiment, the present application provides a wake-up and recovery circuit for a vehicle battery management system, which is specifically constructed as follows:

[0037] System Components

[0038] Microcontroller (MCU): A high-performance, low-power STM32 series microcontroller with a multi-channel serial communication interface is selected to process data from the CAN bus and control the working status of the entire system.

[0039] CAN bus transceiver (TLE9252V): As a key component of automotive network communication, TLE9252V is responsible for receiving (BMS) information on the CAN bus and transmitting it to the microcontroller's IN pin through its RxD (receive data) pin; at the same time, it broadcasts the commands issued by the microcontroller through the Out pin to the CAN bus through its TxD (transmit data) pin.

[0040] Power switch (TLE4478D): This component is the core of the system power management and controls the power on and off through its EN pin. When receiving a wake-up signal or initial power-on, the EN pin is pulled high, allowing the VBAT voltage to power the system through the Q1 pin. The Q2 pin is used to drive additional loads, such as sensors or actuators.

[0041] Circuit connection and function realization

[0042] Power Management:

[0043] The VBAT interface is directly connected to the positive terminal of the car battery and is protected by diode D1 (1N4001) to prevent reverse discharge of the battery.

[0044] Resistors R3 and R2 are connected in series and then grounded, with a wake-up control switch power switch connected in the middle. When the power switch is closed, the EN pin is pulled low through R2 to keep the TLE4478D in the off state, thus achieving low-power standby of the system.

[0045] When the system needs to be woken up, the power switch is disconnected through an external signal, R3 provides a pull-up path for the EN pin, EN is pulled high, TLE4478D is turned on, and the VBAT voltage powers the entire system through the Q1 pin.

[0046] Data transmission and processing:

[0047] The 7th pin (INH) of TLE9252V is directly connected to the EN pin of TLE4478D to ensure the synchronous working state of the two.

[0048] The CANH interface and the CANL interface are connected through R1 (120 ohm terminal resistor) to form the CAN bus physical layer to ensure signal integrity.

[0049] The IN pin of the microcontroller is connected to the RxD pin of the TLE9252V for receiving CAN bus data; the Out pin is connected to the TxD pin for sending commands to the BMS or other nodes.

[0050] The WAKE pin of TLE9252V is grounded through D1, R3, and R2 to implement automatic wake-up function based on CAN bus activity.

[0051] Stability and filtering:

[0052] TLE4478D has external capacitors C1 to C5 on the Q1 and Q2 pins, which are 100nF, 1uF, 100nF, 1uF, and 1uF respectively, for decoupling and filtering noise to ensure power supply stability and signal quality.

[0053] C5 is located next to the microcontroller VIO pin, providing a stable reference voltage and enhancing the system's anti-interference ability.

[0054] Operation process

[0055] Standby mode: When the system is not active, the power switch is closed, the EN pin remains low, and the system is in a low power state.

[0056] Wake-up trigger: An external event (such as a BMS request or user operation) causes the power switch to be disconnected, the EN pin is pulled high, the power switch is enabled, and the system is powered on.

[0057] Data acquisition and processing: The microcontroller communicates with the BMS through the CAN bus transceiver to monitor the battery status in real time and perform necessary management tasks.

[0058] Collection and control: Based on the collected data, the microcontroller makes decisions and sends control instructions through the CAN bus to adjust the charging strategy or report the status to the dashboard, etc.

[0059] System sleep: Under no operation or preset conditions, the microcontroller can send a command to control the power switch to re-close and enter standby mode to save energy.

[0060] This embodiment demonstrates how to realize efficient wake-up and data retrieval functions in the automotive BMS through precisely designed hardware circuits and reasonable software control logic, thereby improving the overall efficiency and reliability of the system.

[0061] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A wake-up recovery circuit for a battery management system for an automobile, characterized in that: It includes a microcontroller, a CAN bus transceiver, and a power switch. The CAN bus transceiver collects information related to the automobile BMS and transmits the relevant information to the microcontroller, so that the CAN bus transceiver is electrically connected to the microcontroller for data transmission and recovery. The power switch is connected to the battery through the VBAT interface. The power switch controls the on and off state through the EN pin. When the EN pin is pulled high, the power switch is turned on to allow the VBAT voltage to flow to the system. The power switch is output through the Q2 pin to drive other loads. The RxD pin and TxD pin of the CAN bus transceiver are electrically connected to the IN pin and the Out pin of the microcontroller respectively. The VBAT interface is electrically connected to a diode D1, a resistor R3, and a resistor R2, and then electrically connected to the WAKE interface of the CAN bus transceiver.

2. The wake-up recovery circuit of the battery management system for automobile according to claim 1, characterized in that: A switch is electrically connected between the resistor R3 and the resistor R2 and then grounded.

3. The wake-up recovery circuit of the battery management system for automobile according to claim 2, characterized in that: The model of the power switch is TLE4478D. The first pin of the power switch is electrically connected to a diode and then electrically connected to the VBAT interface. The power switch also includes an EN pin, a Q1 pin, and a Q2 pin.

4. The wake-up recovery circuit of the battery management system for automobile according to claim 3, characterized in that: The model of the CAN bus transceiver is TLE9252V, the 7th pin of the CAN bus transceiver is electrically connected to the EN pin of the power switch, the Q2 pin of the power switch is electrically connected to the 3rd pin of the CAN bus transceiver, and the Q1 pin of the power switch is electrically connected to the 5th pin of the CAN bus transceiver.

5. The wake-up recovery circuit of the battery management system for automobile according to claim 4, characterized in that: The Q2 pin of the power switch is also electrically connected to a capacitor C1 and a capacitor C2 respectively and then grounded, and the Q1 pin of the power switch is also electrically connected to a capacitor C3 and a capacitor C4 respectively and then grounded.

6. The wake-up recovery circuit of the battery management system for automobile according to claim 5, characterized in that: The Q1 pin of the power switch is electrically connected to the VIO pin of the microcontroller. The line through which the Q1 pin of the power switch is electrically connected to the VIO pin of the microcontroller is also electrically connected to a capacitor C5 and then grounded.

7. The wake-up recovery circuit of the battery management system for automobile according to claim 6, characterized in that: The 10th pin of the CAN bus transceiver is electrically connected to the VBAT pin through a diode D1, the 13th pin of the CAN bus transceiver is electrically connected to the CANH interface, the 12th pin of the CAN bus transceiver is electrically connected to the CANL interface, and a resistor R1 is electrically connected between the CANH interface and the CANL interface.

8. The wake-up recovery circuit of the battery management system for automobile according to claim 7, characterized in that: The 14th pin, the 6th pin and the 8th pin of the CAN bus transceiver are electrically connected to the OUT pin, the OUT pin and the IN pin of the microcontroller respectively.

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