Vehicle-mounted distributed electrical isolation hardware control system architecture

Abstract

The utility model provides a vehicle-mounted distributed electrical isolation hardware control system architecture, which comprises a power bus and a control bus, at least one function module is arranged on the power bus and the control bus in parallel, the power bus is connected with the function module through a voltage reduction isolation module, and the voltage reduction isolation module is connected with the control bus. And the control bus is connected with the plurality of functional modules through a control isolation module. According to the vehicle-mounted distributed electrical isolation hardware control system architecture, the complexity of a whole vehicle battery and a signal circuit is effectively reduced, the use is simple, the universality is good, the electromagnetic compatibility design is simple, the wiring harness is simple, the cost is low, the wiring is simple, and each functional module is not influenced by faults of other modules.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile electrical structures, and in particular to an on-vehicle distributed electrical isolation hardware control system architecture. Background Art

[0002] As an essential core function of modern vehicles, the onboard hardware control system is responsible for collecting vehicle status information, human-machine interaction, controlling vehicle operating status, and ensuring safety. Currently, the common practice is to divide the control system into main controllers, travel drive controllers, steering controllers, lighting controllers, charge and discharge controllers, and door controllers based on function and area. These controllers are networked via non-isolated CAN buses and Li-N buses, with only the positive power supply wire laid out, and the metal frame of the vehicle body serving as a common ground wire. The advantages of these solutions include: centralized board installation for easy replacement; centralized wiring harness interfaces for easy replacement;

[0003] Existing vehicle-mounted hardware control systems have disadvantages such as complex electromagnetic environment, difficult electromagnetic compatibility design, large and complex wiring harnesses and high costs, large and expensive boards, high R&D costs, complex wiring, easy mutual influence between various functions / modules, and difficult troubleshooting of faults. Utility Model Content

[0004] In response to the shortcomings of the existing technology, the utility model proposes a vehicle-mounted distributed electrical isolation hardware control system architecture, which effectively reduces the complexity of the vehicle's battery and signal lines. It is simple to use and has good versatility, simple electromagnetic compatibility design, concise and low-cost wiring harness, simple wiring, and each functional module is not affected by failures of other modules.

[0005] The technical solution of the present utility model is achieved as follows:

[0006] A vehicle-mounted distributed electrical isolation hardware control system architecture includes a power bus and a control bus. At least one functional module is arranged in parallel on the power bus and the control bus. The power bus and the functional module are connected via a step-down isolation module. The control bus is connected to several functional modules via a control isolation module.

[0007] A further technical solution of this embodiment is that the functional module includes an input unit, a main control unit and an output unit, and the voltage reduction isolation module and the control isolation module are arranged in the main control unit.

[0008] A further technical solution of this embodiment is that it also includes a first optocoupler isolation module and a second optocoupler isolation module, the input unit is connected to the main control unit through the first optocoupler isolation module, and the output module is connected to the main control unit through the second optocoupler isolation module.

[0009] A further technical solution of this embodiment is that the step-down isolation module, the control isolation module and the optical coupling isolation module are arranged in the main control unit.

[0010] A further technical solution of this embodiment is that it further includes a fuse, which is arranged in series between the power bus and the functional module.

[0011] A further technical solution of this embodiment is that the power bus includes a positive battery electrode and a negative battery electrode, the step-down isolation module is connected to the positive battery electrode and the negative battery electrode, and the input unit and the output unit are both connected to the positive battery electrode and the negative battery electrode.

[0012] A further technical solution of this embodiment is that the control bus includes a high-level line and a low-level line, and the high-level line and the low-level line are connected to the control isolation module.

[0013] A further technical solution of this embodiment is that the positive electrode of the battery is configured as a vehicle frame.

[0014] Compared with the prior art, the utility model has the following advantages:

[0015] This embodiment prevents abnormal current generated by a current fault in a functional module from spreading to other functional modules by setting a step-down isolation module in series between the power bus and the functional module; the control bus is connected to several of the functional modules through the control isolation module, which can effectively control external signals on the bus from interfering with the normal operation of the functional modules during transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the implementation methods or the description of the prior art. Obviously, the drawings described below are only some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0017] Figure 1 This is a structural diagram of a vehicle-mounted distributed electrical isolation hardware control system architecture of the utility model;

[0018] Figure 2 This is a schematic diagram of the connection between the power bus and the functional modules in the present utility model;

[0019] Figure 3 This is a schematic diagram of the connection between the control bus and the functional modules in the present utility model.

[0020] Figure symbols: 10 - input unit; 11 - main control unit; 111 - step-down isolation module; 112 - control isolation module; 113 - first optical coupling isolation module; 114 - second optical coupling isolation module; 12 - output unit;

[0021] 20-fuse; 30-battery positive pole; 31-battery negative pole; 40-high level line; 41-low level line. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0023] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," "third," and "fourth," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0024] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0025] See also Figures 1 to 3 The embodiment of the present utility model discloses an on-vehicle distributed electrical isolation hardware control system architecture, including a power bus and a control bus, at least one functional module is arranged in parallel on the power bus and the control bus, the power bus and the functional module are connected through a step-down isolation module 111, and the control bus is connected to several functional modules through a control isolation module 112.

[0026] It can be understood that the functional modules in the automotive system architecture refer to the controllers of various hardware inside the vehicle. They can be divided into main controller, travel drive controller, steering controller, lighting controller, charge and discharge controller, door controller, etc. according to function and area. Several functional modules corresponding to different controllers constitute a complete automotive control system architecture.

[0027] Optionally, the step-down isolation module 111 is configured to isolate the CAN communication circuit, and its built-in anti-interference chip can automatically disconnect the circuit when receiving an error signal, thereby preventing the signal emitted by the currently faulty functional module from affecting other functional modules, and facilitating rapid positioning of the fault.

[0028] like Figure 1 As shown, the functional modules in the vehicle-mounted distributed electrical isolation hardware control system architecture proposed in this embodiment include an input unit 10, a main control unit 11, and an output unit 12. The step-down isolation module 111 and the control isolation module 112 are provided in the main control unit 11. It can be understood that the input unit 10 and the output unit 12 are configured as signal transmission interface circuits, which are used to receive and send data or signals required for the operation of the main control unit 11, which is configured as an MCU.

[0029] A further technical solution of this embodiment is that it also includes a first optocoupler isolation module 113 and a second optocoupler isolation module 114, the input unit 10 is connected to the main control unit 11 through the first optocoupler isolation module 113, and the output module is connected to the main control unit 11 through the second optocoupler isolation module 114.

[0030] Specifically, the optocoupler isolation module uses components or circuits with optocoupler isolation function to avoid mutual interference between functional components.

[0031] A further technical solution of this embodiment is that the step-down isolation module 111, the control isolation module 112, the first optical coupling isolation module 113, and the second isolation module are all provided in the main control unit 11. The functional module is mainly composed of three circuits, which improves the integration of the functional module, reduces the difficulty of wiring harness design, and effectively saves space.

[0032] A further technical solution of this embodiment is that the power bus includes a battery positive electrode 30 and a battery negative electrode 31, the step-down isolation module 111 is connected to the battery positive electrode 30 and the battery negative electrode 31, and the input unit 10 and the output unit 12 are both connected to the battery positive electrode 30 and the battery negative electrode 31.

[0033] Specifically, it also includes a fuse 20, which is arranged in series between the power bus and the functional module. When a functional module fails, an abnormally high current is generated. By providing the fuse 20, the power supply to the functional module is cut off, preventing the failure from spreading to other modules. The main power line leading from the positive battery terminal 30 is provided with a fuse 20. After the fuse 20, a branch line is provided, connecting to the input unit 10 and the output unit 12. The negative battery terminal 31 is provided with three lines, directly connecting to and powering the input unit 10, the main control unit 11, and the output unit 12.

[0034] A further technical solution of this embodiment is that the control bus includes a high level line 40 and a low level line 41 , and the high level line 40 and the low level line 41 are connected to the control isolation module 112 .

[0035] In this embodiment, the battery positive electrode 30 is preferably configured as a vehicle frame.

[0036] The beneficial effects of the present invention are:

[0037] 1. It adopts a variety of hardware isolation circuit technologies, which are simple and easy to use, have good versatility, and effectively reduce the complexity of the vehicle's power supply and signal paths, making electromagnetic compatibility design simple, wiring harness simple and low-cost, wiring simple, and each functional module is not affected by the failure of other modules.

[0038] 2. The optocoupler isolation circuit can effectively isolate the module from external circuit interference and prevent interference with other modules when a fault occurs. Potential faults and interference are locked in a small area, allowing for quick troubleshooting and resolution.

[0039] 3. The control isolation module is in open circuit mode when a fault occurs, which can prevent the fault of this module from affecting other functional modules.

[0040] 4. This embodiment can effectively isolate mutual interference between modules, so the requirements for circuit and component selection parameters can be relaxed, effectively reducing the cost of the entire vehicle and achieving better performance indicators.

[0041] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A vehicle-mounted distributed electrical isolation hardware control system architecture, comprising a power bus and a control bus, wherein at least one functional module is arranged in parallel on the power bus and the control bus, characterized in that: The power bus is connected to the functional modules via a step-down isolation module (111), and the control bus is connected to a plurality of the functional modules via a control isolation module (112).

2. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 1 is characterized in that: The functional module comprises an input unit (10), a main control unit (11), and an output unit (12); the voltage reduction isolation module (111) and the control isolation module (112) are arranged in the main control unit (11).

3. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 2 is characterized in that: It also includes a first optical coupling isolation module (113) and a second optical coupling isolation module (114); the input unit (10) is connected to the main control unit (11) via the first optical coupling isolation module (113); and the output unit (12) is connected to the main control unit (11) via the second optical coupling isolation module (114).

4. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 3 is characterized in that: The voltage reduction isolation module (111), the control isolation module (112), the first optical coupling isolation module (113), and the second optical coupling isolation module (114) are arranged in the main control unit (11).

5. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 1, characterized in that: It also includes a fuse (20), which is arranged in series between the power bus and the functional module.

6. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 2, characterized in that: The power bus comprises a battery positive electrode (30) and a battery negative electrode (31); the step-down isolation module (111) is connected to the battery positive electrode (30) and the battery negative electrode (31); and the input unit (10) and the output unit (12) are both connected to the battery positive electrode (30) and the battery negative electrode (31).

7. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 1, characterized in that: The control bus comprises a high level line (40) and a low level line (41), and the high level line (40) and the low level line (41) are connected to the control isolation module (112).

8. The vehicle-mounted distributed electrical isolation hardware control system architecture according to claim 6, characterized in that: The battery positive electrode (30) is configured as a vehicle frame.

Images