Vehicle body control device integrated with insurance and vehicle

Abstract

The utility model relates to the technical field of vehicle-mounted control devices, and discloses an integrated insurance vehicle body control device and a vehicle, which comprise a shell, an assembly unit arranged in the shell and integrated on a circuit board, and a power supply unit, the output end of the power supply unit is connected with the assembly unit; the output end of the signal input port unit of the assembly unit is connected to the input end of the microcontroller unit; the output end of the microcontroller unit is respectively connected to the input end of the high-side switch unit, the input end of the relay unit and the input end of the first fuse unit; the output end of the relay unit is connected to the input end of the second fuse unit; the output ends of the high-side switch unit, the first fuse unit and the second fuse unit are connected to the enabling output port unit; according to the device, a relay, a fuse and a high-side switch are integrated with a microcontroller unit in a single-space single-circuit-board mode, proper driving protection is configured for an enabling output circuit vehicle body load, and the global optimization of dynamic real-time management and control of the vehicle body load of the whole vehicle is achieved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle control device technology, specifically to an integrated insurance vehicle body control device and vehicle. Background Technology

[0002] Currently, commercial vehicles widely adopt a distributed architecture, where the vehicle load actuator is driven by an external relay and relies on a fuse box for circuit protection.

[0003] However, traditional external relays have numerous problems, severely impacting system integration and efficiency. First, these relays are large and numerous, resulting in scattered installation locations, increasing wiring complexity and maintenance difficulty. Simultaneously, vehicle space constraints limit the placement of traditional fuse boxes, further restricting the flexibility and scalability of the electrical system. The traditional relay + fuse configuration not only occupies significant space but also increases vehicle weight, posing a considerable challenge for modern commercial vehicles pursuing lightweight design. Second, due to the limited reliability and lifespan of relays, long-term use may lead to problems such as poor contact and slow response, affecting stable vehicle operation. Fuses, as overload protection devices, require replacement once they blow, increasing maintenance costs and inconveniencing users. More importantly, with technological advancements and increasing user demands for a superior automotive experience and diversified vehicle functions, this traditional relay and fuse-based control method appears increasingly simplistic and difficult to optimize, failing to meet intelligent and personalized needs and hindering rapid response to new control requirements. Utility Model Content

[0004] The present invention aims to provide a vehicle body control device and vehicle with integrated insurance to solve the technical problem of unreasonable configuration of relays and fuses in traditional vehicles.

[0005] The basic solution provided by this utility model is: a vehicle body control device with integrated insurance, including a housing, an assembly unit disposed in the housing and integrated on a circuit board, and a power supply unit; the output terminal of the power supply unit is connected to the assembly unit and is used to supply power to the assembly unit;

[0006] The assembly unit includes a signal input port unit, a microcontroller unit, a high-side switch unit, a relay unit, a first fuse unit, a second fuse unit, and an enable output port unit;

[0007] The output terminal of the signal input port unit is connected to the input terminal of the microcontroller unit; the output terminal of the microcontroller unit is connected to the input terminal of the high-side switch unit, the input terminal of the relay unit, and the input terminal of the first fuse unit, respectively; the output terminal of the relay unit is connected to the input terminal of the second fuse unit; the output terminals of the high-side switch unit, the first fuse unit, and the second fuse unit are connected to the enable output port unit, which is used to connect to the corresponding enable output circuit outside the assembly unit, respectively.

[0008] Each enable output circuit is configured to connect to one of the output terminals of the high-side switch unit, the first fuse unit, and the second fuse unit, based on the operating characteristics of each enable output circuit.

[0009] This solution also provides a vehicle equipped with the aforementioned integrated insurance body control device.

[0010] The working principle and advantages of this utility model are as follows: The power supply unit in this device is mainly used for power distribution management, rationally allocating power and further improving power utilization; the signal input port unit is mainly used for detecting the validity of external switch signals and determining whether the output conditions are met; the microcontroller unit is mainly used for processing external output and internally generated digital and analog signals to achieve real-time input and output control; the relay unit is mainly used for controlling the power supply output of external actuators; the fuse unit is mainly used for protecting external actuators from short circuits and overcurrents to avoid burning out the circuits; the high-side switch unit is mainly used for driving external loads and protecting the circuits and external actuators.

[0011] Compared to existing technologies, this solution departs from the traditional multi-space distribution of BCM and fuse box, proposing a single-space, single-circuit board integration of BCM and fuse box. Simultaneously, it changes the traditional single-drive protection component approach of relays and fuses, integrating relays, fuses, and high-side switches with the microcontroller unit in a targeted design to form multiple drive protection modes. Furthermore, it configures appropriate drive protection for each enable output circuit based on the operating characteristics of the corresponding vehicle load. Utilizing automotive-grade high-side switches and the MCU, and leveraging software algorithms and their convenient updates, it can dynamically adjust inputs and outputs to achieve globally optimal dynamic real-time control of the vehicle's load. This solution also provides data support for querying the current vehicle status and monitoring the vehicle's load status.

[0012] In the device integration design, through in-depth analysis of the functions and layout of existing fuse boxes in vehicles, as well as the vehicle's load operating characteristics, the drive protection of relatively low-power external actuators is selected for integration into the BCM. Meanwhile, the drive protection of high-power external actuators and in-vehicle actuators remains in their original fuse boxes, independent of the BCM. A thorough analysis of the external actuator load characteristics leads to the proposal of three drive protection integration methods: relay plus fuse, independent fuse, and high-side switch. This allows for the configuration of appropriate drive protection for each load, achieving diversification and adaptability of the overall drive protection of the device. The addition of high-side switches reduces the number of relays and fuses, while simultaneously protecting the wiring harness and actuators while driving external loads. This combination not only simplifies the automotive electronic architecture, reduces wiring harness size, decreases maintenance, and lowers costs, but also improves system stability and safety, making it particularly suitable for the increasingly complex electrical and electronic systems in modern automobiles.

[0013] The modularity and single-circuit board layout of each unit during integration, as well as the space and cost optimization from both manufacturing and use perspectives, can achieve higher performance and lower power consumption, thereby improving the product's performance, reliability, and market competitiveness, and meeting the requirements of modern electronic products for miniaturization, high efficiency, and multifunctionality.

[0014] The modular design of internal independent components allows each high-side switch, relay, and fuse to be installed independently in different locations. The high-side switch connects to the microcontroller unit through a standardized interface, forming a flexible and easily upgradeable and expandable system that adapts to future technological development needs. Even if one independent component fails, it will not affect the normal operation of other parts, making maintenance convenient.

[0015] The monolithic design simplifies the overall system complexity. By integrating more functions onto a single board, it reduces the need for connections between different boards, lowers noise and interference in signal transmission, and improves system stability and reliability. Simultaneously, monolithic design helps reduce product size, which is particularly important for space-constrained applications. From a manufacturing perspective, monolithic design reduces assembly time and costs, simplifies production and testing processes, reduces manual intervention, and improves production efficiency. By reducing the number of components and connection paths, monolithic design also helps reduce failure rates and facilitates maintenance and repair. For mass production, this not only saves on material costs but also shortens the supply chain cycle. Furthermore, monolithic design promotes modularity and standardization, achieving higher performance and lower power consumption, improving product performance, reliability, and market competitiveness, and meeting the requirements of modern electronic products for miniaturization, efficiency, and multifunctionality. Attached Figure Description

[0016] Figure 1A schematic diagram of the structure of an integrated insurance vehicle body control device provided in this embodiment of the present invention. Figure 1 ;

[0017] Figure 2 A schematic diagram of the structure of an integrated insurance vehicle body control device provided in this embodiment of the present invention. Figure 2 ;

[0018] Figure 3 Electrical schematic diagram of an integrated insurance vehicle body control device provided for an embodiment of this utility model;

[0019] Figure 4 Signal wiring diagram of an integrated insurance vehicle body control device provided for an embodiment of this utility model;

[0020] Figure 5 This is a schematic diagram of the structure of the multi-channel fuse box provided in an embodiment of the present utility model;

[0021] Figure 6 for Figure 5 A schematic diagram of the structure of A1;

[0022] Figure 7 for Figure 5 A schematic diagram of the structure of A2;

[0023] Figure 8 for Figure 5 A schematic diagram of the structure of A3;

[0024] Figure 9 for Figure 5 A structural diagram of A4 paper;

[0025] Figure 10 This is a fuse distribution diagram provided for an embodiment of the present utility model;

[0026] Figure 11 This is a power distribution diagram for a vehicle fuse provided in an embodiment of the present utility model;

[0027] Figure 12 for Figure 11 Schematic diagram of the structure of B1;

[0028] Figure 13 for Figure 11 Schematic diagram of the structure of B2;

[0029] Figure 14 for Figure 11 Schematic diagram of the structure of B3;

[0030] Figure 15 for Figure 11 A schematic diagram of the structure of B4. Detailed Implementation

[0031] The following detailed explanation illustrates the specific implementation methods:

[0032] The markings in the accompanying drawings include: housing 1.

[0033] The basic implementation examples are as follows: Figure 1 and Figure 2 As shown: A vehicle body control device with integrated insurance, including a housing 1.

[0034] In this embodiment, the dimensions of housing 1 are approximately 197.5mm × 154.5mm × 3.55mm. Housing 1 is made of PP-GF30 / PC+ABS material and weighs approximately 450g. The male connector uses pins and is secured with M6 screws. The interior of housing 1 provides installation space for other units in this device.

[0035] like Figure 2 As shown, it also includes an assembly unit disposed within the housing 1; the assembly unit includes a signal input port unit, a microcontroller unit, a high-side switch unit, a relay unit, a first fuse unit, a second fuse unit, and an enable output port unit; the output terminal of the signal input port unit is connected to the input terminal of the microcontroller unit; the output terminal of the microcontroller unit is respectively connected to the input terminal of the high-side switch unit, the input terminal of the relay unit, and the input terminal of the first fuse unit; the output terminal of the relay unit is connected to the input terminal of the second fuse unit; the output terminals of the high-side switch unit, the first fuse unit, and the second fuse unit are connected to the enable output port unit, and are respectively connected to corresponding enable output circuits outside the assembly unit through the enable output port unit.

[0036] like Figure 3 As shown, specifically, the signal input port unit is used to receive external switch signals and perform validity detection to determine whether the output conditions are met. If the output conditions are met, the signals are transmitted to the microcontroller unit for processing. The signal input port unit includes a first signal input port, a second signal input port, a third signal input port, a fourth signal input port, and a fifth signal input port. In this embodiment, the signal inputs of the first signal input port include ACC signal, IGN signal, and START input; the signal inputs of the second signal input port include front fog light, rear fog light, high beam headlight, low beam headlight, and parking light inputs; the signal inputs of the third signal input port include simulated driver's left front window, simulated driver's right front window, and simulated passenger's right front window inputs; the signal inputs of the fourth signal input port include window lock, radiator fan, air conditioning clutch, main relay, oil pump motor, door status, start condition, and blower input; the signal inputs of the fifth signal input port include emergency alarm, front wiper high speed, front wiper low speed, front wiper intermittent, front washer, horn switch, and central locking inputs.

[0037] The microcontroller unit, a microcontroller unit (MCU), serves as the core controller, responsible for the operation scheduling of all units within the entire domain. It processes external outputs and internally generated digital and analog signals, and dynamically adjusts the state of each unit connected to the backend of the microcontroller unit based on software algorithms, according to the signal inputs from the signal input port units. In this embodiment, the MCU selected is the HC32A460PETB-LQFP100 type, which boasts abundant resources: a 32-bit Cortex-M4 CPU with a maximum clock speed of 200MHz; up to 512KByte of Flash memory; up to 192KByte of SRAM; up to 81 general purpose inputs / outputs (GPIOs); two independent 12-bit 2MSPS ADCs; and a temperature range of -40℃ to 105℃.

[0038] The high-side switching unit includes dual-channel high-side switching groups and single-channel high-side switching groups. The single-channel high-side switch, in addition to having driving capability, has built-in short-circuit protection, and the chip integrates a self-resetting fuse function. It also has current detection, which facilitates component diagnosis. The dual-channel high-side switch is an upgrade based on the single-channel high-side switch, which more effectively reduces the size and cost. In this embodiment, the enable output circuit connected to the high-side switch of the single-channel high-side switch group 1CH HSD includes the reversing light power output circuit. A smart high-side driver chip of type HD70152Q can be selected, with a maximum input voltage of 40V. The power input terminal uses a 1500W TVS to effectively suppress surge interference, and the maximum load current can reach 5A. Rds = 18.5mΩ, and it has load current detection function, as well as external short-circuit, over-temperature, and over-voltage protection. The enable output circuit connected to the high-side switch of the dual-channel high-side switch group 2CH HSD includes the left turn signal, right turn signal, EDU power supply 1, EDU power supply 2, radiator fan, radiator fan, oil pump motor, and horn output circuit. A smart high-side driver chip of type BTS7020-2EPA can be selected, with a rated current of 5A when both channels are working simultaneously, meeting the load power requirements. This series of chips can achieve open-circuit and short-circuit diagnosis under operating conditions through diagnostics.

[0039] like Figure 4As shown, the output of the microcontroller unit is connected to the input of the relay unit via a Darlington transistor. For example, if the control unit needs to drive the relay to enable a 12V load, and since the operating voltage range of the control unit is 3.3V-5V, an amplifier circuit is required to drive the relay. A Darlington transistor is a special type of transistor circuit composed of two cascaded NPN transistors. Its working principle is as follows: Input signal: When a signal is received at the input terminal, it first passes through the base-emitter junction of the first transistor; First transistor amplification: The first transistor amplifies this small signal; Second transistor further amplifies: The amplified signal reaches the base of the second transistor and is amplified again; Final output: The collector of the second transistor outputs the amplified signal. Due to the cascaded connection of the two transistors, the Darlington transistor has a very high current amplification factor (Beta), which can reach thousands or even tens of thousands. Therefore, it can be used to amplify weak input signals.

[0040] like Figure 5 As shown, in this embodiment, the relay unit, the first fuse unit, and the second fuse unit are integrated into a multi-fuse box, which enhances the modularity of the entire device and facilitates device maintenance and circuit adjustment.

[0041] The relay unit includes a dual-channel relay group and a single-channel relay group. For example, when driving the window to rise and fall, a bridge circuit output control is often required. If a single-channel relay is used to drive the window to rise or fall, two single-channel relays are needed. To save board space, a dual-channel relay is used, which also reduces costs. Each channel corresponds one-to-one with a fuse in the second fuse unit and is connected to an enable output circuit. In this embodiment, such as... Figure 3 , Figure 6 and Figure 7As shown, the dual-channel relay group connects to the fuse in the second fuse unit, and the enable output circuits connected to it include the motor coil, rear fog light, high beam headlight, low beam headlight, high speed wiper, low speed wiper, wiper return, central locking / unlocking, left front window lift / lower, right front window lift / lower, front fog light, ignition key, MP5 power supply, voltage regulator, and key ON output circuit. The single-channel relay group connects to the fuse in the second fuse unit, and the functional circuits connected to it include the air conditioning clutch and washer motor output circuit. The single-channel relay can be from the EX1 series, and the dual-channel relay can be from the EX2 series, offering advantages such as small size, low noise, and high drive current (up to 30A). The door lock and window enable output circuits are controlled by an H-bridge driven by relays. This allows control of the door lock motor current flow to lock / unlock and the window motor current flow to raise / lower the windows. An EX2-2U1S relay (with a cell resistance of 900 ohms, a maximum contact engagement time of 10ms, a maximum release time of 5ms, a long-time engagement current of up to 25A, and a short-time engagement current of 30A) can be selected. Figure 5 Figure 6 The hardware connection used.

[0042] like Figure 3 , Figure 8 and Figure 9 As shown, the first fuse unit is directly connected to the enable output circuit, which includes the blower power supply, ECU constant power supply, true port constant power supply, brake power supply, dome light power supply, and small light power supply output circuit.

[0043] In the first and second fuse units, the rated current of each fuse is specifically selected based on the connected enable output circuit. Appropriate fuses are crucial for ensuring the safety and reliability of the circuit. A fuse can automatically disconnect the circuit when the current exceeds the safety limit, i.e., the rated current, preventing damage to electrical equipment and lines due to overload or short circuit. In this embodiment, the fuses are distributed as follows: Figure 10 As shown, this facilitates component layout, reduces size, and allows for quick problem location.

[0044] The assembly unit also includes a communication unit electrically connected to the microcontroller unit, primarily used to build an external controller network and collaboratively complete control outputs. The communication unit includes a CAN communication module. The CAN communication module can use a SIT65HVD233DR chip, which conforms to the ISO11898-2 standard, has ESD protection exceeding ±12kV Human Body Model (HBM) on its bus pins, a maximum transmission rate of 1Mbps, and a low-current standby mode of 360μA (typical value), enabling efficient communication and data interaction with external devices within the assembly unit.

[0045] The assembly unit also includes an RF unit, electrically connected to the microcontroller unit. The RF unit is arranged separately to reduce interference from surrounding high currents on the RF signal and improve RF reliability. The RF unit can be a CMT2219B type product, supporting 433.92MHz, 315MHz, 868MHz, and 915MHz; with a maximum data rate of 300kbps; modulation and demodulation methods: OOK, (G)FSK, and (G)MSK.

[0046] The device also includes a power supply unit housed within the housing; the output of the power supply unit is connected to the assembly unit and is used to supply power to the assembly unit. Each unit within the assembly unit that requires power uses a bidirectional transient voltage suppressor diode at its power input. The power supply unit integrates a low-dropout linear regulator (LDO), which regulates the power supply voltage before supplying power to each unit, ensuring a constant output voltage under different load conditions. It can automatically adjust the current according to changes in the power supply voltage to maintain a constant output voltage, thereby maintaining signal transmission stability. An LDO (low-dropout linear regulator) chip can be used; an automotive-grade chip of type R1524S033B-E2-AE can be selected. A 1500W bidirectional TVS (transient voltage suppressor diode) is used at the power input to effectively suppress surge interference. Several capacitors of different capacitance values ​​are set at the power chip input to effectively suppress BCI interference and smooth the power supply. TVS (Transient Voltage Suppressor) parameters: 1. Maximum operating voltage (VRWM): The TVS should be off during normal circuit operation. Therefore, the TVS cutoff voltage should be greater than the maximum operating voltage of the protected circuit. However, the cutoff voltage should not be too high; the operating voltage of the protected circuit and the withstand capability of subsequent circuits must be considered. The normal operating voltage is 9V to 16V. 2. VC clamping voltage: The TVS clamping voltage should be less than the maximum transient safe voltage that the protected circuit can withstand. The withstand voltage of subsequent power supply circuits, high-drive chip circuits, CAN communication circuits, etc., is higher than this clamping voltage value. 3. TVS transient power: The TVS transient power should be greater than the transient surge power that the circuit may generate. The TVS transient power is the product of the pulse peak current and the maximum clamping voltage. Currently, for 12V systems, a TVS transient power of 1500W is selected. 4. TVS pulse peak current (IPP): The TVS pulse peak current must be greater than the transient surge current that the circuit may generate.

[0047] To ensure that the BCM with integrated fuses in this solution meets electrical performance requirements, the circuit design takes into account various factors, mainly reflected in the following aspects: For the vehicle body load ports and combination switches, short-circuit requirements to ground and power supply are met, while the power supply ports meet reverse connection requirements; power lines are designed with conducted and radiated emissions in mind, minimizing loops during PCB routing; each port is designed with electrostatic discharge protection to prevent signal transients and radiated interference conducted by the wiring harness; the MCU power supply is decoupled to reduce radiated emissions; each enable port is periodically refreshed to enhance anti-interference capabilities; and ground lines surround all traces and are connected in a grid pattern, with no antenna-shaped copper plating.

[0048] In practical applications:

[0049] The device in this embodiment can be applied to: nominal voltage DC 12V; operating voltage range DC 9-16V; quiescent current ≤3mA; operating temperature range -40℃ to +85℃; storage temperature range -40℃ to +95℃; remote control distance ≥20m; remote control operating frequency 433MHz. However, it is not limited to these limitations; the device can be adapted and optimized based on this solution.

[0050] This solution integrates a secure BCM centralized control system, enabling functions such as wiper control, window control, lighting, door locks, and power management. For example: Function 1, vehicle location response; Function 2, turn signals and hazard warning lights, with functional branches including turn signals and hazard warning lights; Function 3, door locks, with functional branches including unlocking, locking, secondary locking, and lock motor thermal protection; Function 4, warning alarms, with functional branches including parking light on / off warning, blower on / off warning, and key learning success warning; Function 5, horn control; Function 6, lighting control, with functional branches including proximity... Function 7: Headlight control, high beam control, front fog light control, and rear fog light control; Function 8: Wiper control, including high-speed wiper control, low-speed wiper control, and intermittent wiper control; Function 9: Window control, including window raising, window lowering, and one-touch window raising / lowering; Function 10: Follow-home function.

[0051] The switching signals of the vehicle's electrical systems are input to the microcontroller unit via the signal input port unit. The microcontroller unit (MCU) processes the signals through its internal software algorithm and outputs them to the high-side switch unit, relay unit, first fuse unit, and second fuse unit to control and drive each enable output circuit accordingly, thereby realizing the input and output control of the microcontroller unit. At the same time, the intelligent high-side switch (PROFET) also provides load current readback of the corresponding enable output circuit and sends it to the microcontroller unit, enabling the microcontroller unit to monitor the load current.

[0052] This solution integrates various BCM control methods, including digital signal control (the BCM receives a light switch request and controls the lights to illuminate according to the corresponding logic), analog signal control (the BCM receives a corresponding network signal switch request and controls the lights to illuminate or supply power to other vehicle electronic loads), hybrid control (the BCM receives both analog and digital signal control requests to control the power supply to the vehicle actuators), and fault diagnosis control (using analog sampling to detect the system status and taking power-off protection measures when the system is abnormal, while simultaneously uploading the fault status to the system through the vehicle network).

[0053] The protection mechanism of this device adopts a combination of high-side switch, relay and fuse. According to the operating characteristics of each enable output circuit, one of the output terminals of the high-side switch unit, the first fuse unit and the second fuse unit is connected to provide targeted protection.

[0054] Based on the electrical characteristics of high-side switches, current thresholds for overcurrent, short circuit, and open circuit faults can be set through software programming to monitor and protect the load status. The protection principle of high-side switches is divided into hardware and software protection. In hardware, the high-side driver determines whether an overcurrent has occurred based on two parameters: when the output current exceeds the configured overcurrent threshold and the duration exceeds the configured overcurrent time threshold. The overcurrent threshold is further divided into high and low thresholds, but the selection of the threshold is fixed and limited. Once an overcurrent is detected, the output is immediately shut off. In software, overcurrent current and overcurrent time thresholds can be configured. The value range cannot exceed the hardware-set thresholds, but it can be arbitrarily configured within the range, providing greater flexibility. The timely protection mechanism and overcurrent shutdown mechanism implemented through high-side switches can be configured with the above parameters to adapt to different types of loads. By setting protection thresholds through software programming and integrating hardware protection functions with fuse characteristics, dual protection is achieved, which can reduce wiring harness and after-sales maintenance to a certain extent, while improving safety.

[0055] The high-side switch uses a high-efficiency processor, and the time from fault occurrence to fault handling is 10ms-20ms. When the system detects a fault, it can disconnect the load in a very short time, which is much longer than the melting time of the fuse and the smoke time of the wiring harness, thus greatly protecting the vehicle body wiring harness and the load.

[0056] For example, a 12V-120W load uses a 1.5 square millimeter wire harness and a 20A fuse. However, by using a high-side switch and setting the overcurrent threshold to 12A in the software, when the current exceeds 12A, the software can detect the load fault within 200ms and shut off the load output within 100ms, thus protecting the wire harness in a short time. Therefore, by using a high-side switch, the fuse can be eliminated, and the wire harness diameter can be reduced to 1.25.

[0057] This solution also provides a vehicle equipped with the aforementioned integrated insurance body control device; it is also equipped with an electronic microcontroller unit; the integrated insurance body control device and the electronic microcontroller unit interact with each other via a CAN communication module.

[0058] Interacting with the vehicle's ECU via CAN bus enables multi-functional and diversified control of the entire vehicle, as well as protection of electrical loads and body wiring harnesses. Through the CAN network, a host computer serves as the human-machine interface, monitoring the load's operating status, which is beneficial for after-sales maintenance. In the event of a load actuator failure, it promptly triggers software programming protection and the BCM hardware's own protection, effectively improving vehicle safety through this dual protection. When body components require upgrades or functional optimizations, the CAN card can be directly connected to refresh the BCM software program and calibrate load parameters to adapt to different loads. CAN communication allows for querying the current vehicle status, monitoring the vehicle's load status, diagnosing faults, and providing timely feedback.

[0059] The vehicle is also equipped with a frame fuse box and an independent single-circuit fuse box, such as Figure 11 , Figure 12 , Figure 13 , Figure 14 and Figure 15 Power distribution is performed. The working principle is to use low-voltage, low-current circuits to control the switching on and off of high-voltage, high-current circuits, thereby achieving automatic control. The chassis fuse box mainly supplies power to external actuators, which are generally high-power loads, while the independent single-circuit fuse box mainly supplies power to in-vehicle actuators, which are generally lower-power loads.

[0060] This embodiment provides an integrated fuse-based vehicle body control device. In its integrated design, through in-depth analysis of the functions and layout of existing fuse boxes in vehicles, as well as the vehicle's load operating characteristics, the drive protection of relatively low-power external actuators is selected for integration into the BCM (Battery Management System). Meanwhile, the drive protection of higher-power external actuators and in-vehicle actuators remains in its original layout, separate from the BCM, using fuse boxes. A thorough analysis of the external actuator load characteristics proposes three integrated drive protection methods: relay plus fuse, independent fuse, and high-side switch. This allows for the configuration of appropriate drive protection for each load, achieving diversification and adaptability of the overall drive protection of the device. The addition of high-side switches reduces the number of relays and fuses, ensuring protection of wiring harnesses and actuators while driving external loads. This combination not only simplifies the automotive electronic architecture, reduces wiring harness size, decreases maintenance, and lowers costs, but also improves system stability and safety, making it particularly suitable for the increasingly complex electrical and electronic systems in modern automobiles.

[0061] Meanwhile, based on the above combination design, as well as the selection of dual-channel and single-channel components for relays and high-side switches, the modularization of each unit in the assembly unit and the layout of single circuit boards, both manufacturing and use can be effectively optimized in terms of space and cost, achieving higher performance and lower power consumption, improving the performance, reliability and market competitiveness of the product, and meeting the requirements of modern electronic products for miniaturization, high efficiency and multi-functionality.

[0062] The above descriptions are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are knowledgeable of all existing technologies in that field, and possess the ability to apply conventional experimental methods prior to that date. Therefore, those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in conjunction with their own capabilities. Typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A vehicle body control device with integrated insurance, characterized in that, It includes a housing, an assembly unit disposed within the housing and integrated on a circuit board, and a power supply unit; the output terminal of the power supply unit is connected to the assembly unit and is used to supply power to the assembly unit; The assembly unit includes a signal input port unit, a microcontroller unit, a high-side switch unit, a relay unit, a first fuse unit, a second fuse unit, and an enable output port unit; The output terminal of the signal input port unit is connected to the input terminal of the microcontroller unit; the output terminal of the microcontroller unit is connected to the input terminal of the high-side switch unit, the input terminal of the relay unit, and the input terminal of the first fuse unit, respectively; the output terminal of the relay unit is connected to the input terminal of the second fuse unit; the output terminals of the high-side switch unit, the first fuse unit, and the second fuse unit are connected to the enable output port unit, which is used to connect to the corresponding enable output circuit outside the assembly unit, respectively. Each enable output circuit is configured to connect to one of the output terminals of the high-side switch unit, the first fuse unit, and the second fuse unit, based on the operating characteristics of each enable output circuit.

2. The vehicle body control device with integrated insurance according to claim 1, characterized in that, The output of the microcontroller unit is connected to the input of the relay unit via a Darlington transistor.

3. The vehicle body control device with integrated insurance according to claim 1, characterized in that, The relay unit, the first fuse unit, and the second fuse unit are integrated into a multi-channel fuse box.

4. The integrated insurance vehicle body control device according to claim 1, characterized in that, The relay unit includes a dual-channel relay group and a single-channel relay group; the high-side switch unit includes a dual-channel high-side switch group and a single-channel high-side switch group.

5. The vehicle body control device with integrated insurance according to claim 1, characterized in that, Each unit in the assembly that requires power supply uses a bidirectional transient voltage suppressor diode at its power input terminal; the power supply unit integrates a low dropout linear regulator.

6. The vehicle body control device with integrated insurance according to claim 1, characterized in that, The assembly unit also includes a radio frequency unit electrically connected to the microcontroller unit.

7. The vehicle body control device with integrated insurance according to claim 1, characterized in that, The assembly unit also includes a communication unit electrically connected to the microcontroller unit; the communication unit includes a CAN communication module.

8. A vehicle, characterized in that, A vehicle body control device equipped with an integrated insurance system as described in any one of claims 1-7.

9. A vehicle according to claim 8, characterized in that, It is also equipped with an electronic microcontroller unit; the integrated insurance body control device and the electronic microcontroller unit interact with each other via a CAN communication module.

10. A vehicle according to claim 8, characterized in that, It is also equipped with a frame fuse box and an independent single-circuit fuse box.

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