Vehicle-mounted brake power supply circuit

Abstract

The utility model discloses a vehicle-mounted brake power supply circuit, which relates to the technical field of automotive electronics and comprises a brake motor power supply circuit, a system power supply circuit, an external power supply circuit, a voltage stabilizing circuit and a CAN (controller area network) bus module. The brake motor power supply circuit is connected to a motor and provides a stable power supply for the motor, the system power supply circuit is connected to a system and provides a stable power supply for the system, the peripheral power supply circuit is connected to peripheral equipment and provides power for the peripheral equipment, and an input end of the peripheral power supply circuit is connected with an output end of the system power supply. The output end of the external power supply circuit is connected with the input end of the voltage stabilizing circuit, and the output end of the voltage stabilizing circuit and the output end of the brake motor power supply circuit are connected with the CAN bus module. The beneficial effects of the utility model are that not only can stable and reliable power supply be provided for the braking system, but also the performance of the whole system can be optimized, and the safety performance of driving can be improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive electronics technology, and more specifically, to an on-board braking power supply circuit. Background Technology

[0002] With the rapid development of automotive electronics technology, the level of electrification in modern vehicles is gradually increasing, the number of electronic control units is rising significantly, and automotive braking systems are gradually shifting from traditional mechanical structures to electronic control systems. Under this trend, the on-board braking execution circuit, as a key component of the braking system, has increasingly diversified power requirements. The reliability of the on-board braking system is directly related to driving safety, especially in critical situations such as emergency braking, where the braking system must maintain a high degree of response speed and stability. Therefore, to ensure the reliability of the braking system, independent and stable power supplies are needed for the system power supply, peripheral power supply, and motor drive power supply. However, existing power management systems often cannot simultaneously meet the stable supply and fault handling requirements of multiple power sources, leading to a series of problems and technical bottlenecks in practical applications.

[0003] In vehicle braking systems, different power circuits have varying voltage and current requirements, typically necessitating multiple different power conversion circuits to meet these demands. However, these different power conversion circuits exhibit varying conversion efficiencies. Some traditional power management systems lose significant amounts of energy during power conversion, resulting in low conversion efficiency. This inefficient power conversion not only increases vehicle energy consumption but also generates excessive heat. For vehicle systems, excessive heat negatively impacts the lifespan of power components and increases the burden on the cooling system, affecting the overall energy efficiency of the vehicle. For instance, in the motor drive power module, due to the need for substantial current support, inefficient conversion circuits can cause the motor drive module to overheat rapidly under high loads, affecting its long-term stable operation. Vehicle braking systems have extremely high requirements for power supply stability, especially in critical scenarios such as emergency braking. The system must maintain stable power output to ensure precise operation of the braking actuator. However, in existing power management systems, due to issues such as conversion efficiency and interference, the stability of the power output is often not fully guaranteed. Fluctuations in power output can affect the performance of the braking system, potentially causing malfunctions in the execution circuit, slow braking response, and even safety hazards in extreme cases. The motor drive power module requires a large current at startup; if the power supply cannot provide sufficient stable current, it may lead to insufficient motor drive power or frequent restarts, directly impacting braking effectiveness. Furthermore, power instability can cause malfunctions in the control module, resulting in system failure. Therefore, improving the stability of the power output to ensure the normal operation of each module is one of the key technological challenges that needs to be overcome.

[0004] However, as part of the vehicle braking system, the power management system not only needs to ensure a stable supply of multiple power sources, but also requires comprehensive protection functions to cope with sudden voltage fluctuations, abnormal currents, and other issues. The vehicle environment is complex, and the power system may face abnormal conditions such as overvoltage, overcurrent, and short circuits. Without a robust protection mechanism, power components may be damaged in the event of a fault, further affecting the safety of the entire braking system. Existing power management systems often lack sufficient protection measures and cannot respond promptly to power failures. For example, when a short circuit occurs in the motor drive power supply, if the power system lacks short-circuit protection, it may cause the motor drive module to overheat or even burn out, thereby rendering the braking system inoperable and seriously affecting driving safety. Similarly, in the event of an overcurrent in the system power supply or peripheral power supply, without an effective protection mechanism, both the power module and the control module may be damaged. Therefore, to ensure the safe operation of the braking system, the power system must possess comprehensive overvoltage, overcurrent, and short-circuit protection functions. Utility Model Content

[0005] In order to overcome the shortcomings of existing technologies, an on-board braking power supply circuit can not only provide a stable and reliable power supply for the braking system, but also optimize the performance of the entire system and improve driving safety.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a vehicle-mounted braking power supply circuit, the improvement of which is that it includes a brake motor power supply circuit, a system power supply circuit, an external power supply circuit, a voltage regulator circuit and a CAN bus module.

[0007] The brake motor power supply circuit is connected to the motor to provide a stable power supply to the motor. The system power supply circuit is connected to the system to provide a stable power supply to the system. The peripheral power supply circuit is connected to the peripheral device to provide power to the peripheral device. The input terminal of the peripheral power supply circuit is connected to the output terminal of the system power supply. The output terminal of the peripheral power supply circuit is connected to the input terminal of the voltage regulator circuit. The output terminals of the voltage regulator circuit and the brake motor power supply circuit are connected to the CAN bus module.

[0008] In the above structure, the brake motor power supply circuit includes a switching power supply control circuit, a capacitor C1, an electrolytic capacitor C2, a non-polar capacitor C3, a feedback circuit, and a filter circuit.

[0009] The main control chip of the switching power supply control circuit is an XL4016E1 chip. The VC pin of the XL4016E1 chip is connected to one end of capacitor C1, and the VIN pin of the XL4016E1 chip is connected to the other end of capacitor C1. The VIN pin of the XL4016E1 chip is connected to one end of electrolytic capacitor C2, and the GDN pin of the XL4016E1 chip is connected to the other end of electrolytic capacitor C2. One end of the non-polarized capacitor C3 is connected to the VIN pin of the XL4016E1 chip, and the other end of the non-polarized capacitor C3 is connected to the GDN pin of the XL4016E1 chip. One end of the feedback circuit is connected to the SW pin of the XL4016E1 chip, and the other end of the feedback circuit is connected to the FB pin of the XL4016E1 chip. One end of the filter circuit is connected to the SW pin of the XL4016E1 chip, and the other end of the filter circuit is connected to the GND pin of the XL4016E1 chip.

[0010] In the above structure, the brake motor power supply circuit further includes a Schottky diode D1 and an inductor L1; the negative terminal of the Schottky diode D1 is connected to the SW pin of the XL4016E1 chip, the positive terminal of the Schottky diode D1 is grounded, one end of the inductor L1 is connected to the negative terminal of the Schottky diode D1, and the other end of the inductor L1 is connected to the feedback circuit.

[0011] In the above structure, the feedback circuit includes a capacitor C4 and a resistor R1; the capacitor C4 and the resistor R1 are connected in parallel, one common terminal of the capacitor C4 and the resistor R1 is connected to the SW pin of the XL4016E1 chip, and the other common terminal of the capacitor C4 and the resistor R1 is connected to the FB pin of the XL4016E1 chip.

[0012] In the above structure, the filter circuit includes capacitors C5, C6, C7, and C8; capacitors C5, C6, C7, and C8 are connected in parallel; one common terminal of capacitors C5, C6, C7, and C8 is connected to the SW pin of the XL4016E1 chip, and the other common terminal of capacitors C5, C6, C7, and C8 is connected to the GND pin of the XL4016E1 chip.

[0013] In the above structure, the system power supply circuit includes a synchronous voltage regulator converter, a first filter circuit, a second filter circuit, an inductor L2, and a transient suppression diode TVS1;

[0014] The main control chip of the synchronous voltage regulator converter is a TPS5430DDAR chip. The first filter circuit is connected to the input terminal of the XL4016E1 chip, and the second filter circuit is connected to the output terminal of the TPS5430DDAR chip. One end of the inductor L2 is connected to the TPS5430DDAR chip, and the other end of the inductor L2 is connected to the second filter circuit. One end of the transient suppression diode TVS1 is connected to the second filter circuit, and the other end of the transient suppression diode TVS1 is grounded.

[0015] In the above structure, the first filter circuit includes resistors R2 and R3, capacitors C9, C10, and C11; resistors R2 and R3 are connected in series and then in parallel with capacitors C9, C10, and C11, with one end connected to the IN pin of the TPS5430DDAR chip and the other end grounded, and the common terminal of resistors R2 and R3 is connected to the EN pin of the TPS5430DDAR chip; the second filter circuit includes resistors R4 and R5, capacitors C12, C13, and C14; resistors R4 and R5 are connected in series and then in parallel with capacitors C12, C13, and C14, with one end connected to the BOOT pin of the TPS5430DDAR chip and the other end grounded, and the common terminal of resistors R4 and R5 is connected to the VSNS pin of the TPS5430DDAR chip.

[0016] In the above structure, the circuit structure of the peripheral power supply circuit is consistent with that of the system power supply circuit.

[0017] In the above structure, the main control chip of the voltage regulator circuit is the AMS1117 chip.

[0018] In the above structure, the main control chip of the CAN bus module is the TCAN1042VDRQ1 chip.

[0019] The beneficial effects of this invention are: it not only provides a stable and reliable power supply for the braking system, but also optimizes the performance of the entire system and improves driving safety. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a vehicle-mounted braking power supply circuit according to the present invention.

[0021] Figure 2 This is a circuit diagram of a brake motor power supply circuit for a vehicle-mounted braking power supply circuit according to the present invention.

[0022] Figure 3 This is a circuit diagram of a system power supply circuit for a vehicle-mounted braking power supply circuit according to the present invention.

[0023] Figure 4 This is a circuit diagram of an external power supply circuit for a vehicle-mounted braking power supply circuit according to the present invention.

[0024] Figure 5 This is a circuit diagram of a voltage regulator circuit for a vehicle-mounted braking power supply circuit according to the present invention.

[0025] Figure 6 This is a circuit diagram of a CAN bus module for a vehicle-mounted braking power supply circuit according to this utility model. Detailed Implementation

[0026] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0027] The following will clearly and completely describe the concept, specific structure, and technical effects of this utility model in conjunction with embodiments and accompanying drawings, so as to fully understand the purpose, features, and effects of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. Other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are all within the scope of protection of this utility model. Furthermore, all connections / linkages involved in the patent do not simply refer to direct contact between components, but rather to the ability to form a better connection structure by adding or reducing connecting accessories according to specific implementation conditions. The various technical features in this utility model can be combined interactively without contradicting each other.

[0028] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Secondly, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0029] See Figure 1 This utility model provides a vehicle-mounted braking power supply circuit, including a brake motor power supply circuit 10, a system power supply circuit 20, a peripheral power supply circuit 30, a voltage regulator circuit 40, and a CAN bus module 50.

[0030] The brake motor power supply circuit 10 is connected to the motor to provide a stable power supply to the motor. The system power supply circuit 20 is connected to the system to provide a stable power supply to the system. The peripheral power supply circuit 30 is connected to the peripheral device to provide power to the peripheral device. The input terminal of the peripheral power supply circuit 30 is connected to the system power output terminal. The output terminal of the peripheral power supply circuit 30 is connected to the input terminal of the voltage regulator circuit 40. The output terminals of the voltage regulator circuit 40 and the brake motor power supply circuit 10 are connected to the CAN bus module 50.

[0031] In this embodiment, see Figure 2 As shown, the brake motor power supply circuit 10 includes a switching power supply control circuit, a capacitor C1, an electrolytic capacitor C2, a non-polar capacitor C3, a feedback circuit, and a filter circuit.

[0032] The main control chip of the switching power supply control circuit is the XL4016E1 chip. The XL4016E1 is a DC-DC buck converter chip. Compared to other types of DC-DC converter chips, the XL4016E1 features high efficiency, a wide input voltage range, adjustable output voltage, and a large output current capability. The VC pin of the XL4016E1 chip is connected to one end of capacitor C1, and the VIN pin of the XL4016E1 chip is connected to the other end of capacitor C1, used to stabilize the voltage at the VIN terminal and provide good input power filtering. The VIN pin of the XL4016E1 chip is connected to one end of electrolytic capacitor C2, and the GDN pin of the XL4016E1 chip is connected to the other end of electrolytic capacitor C2, for further filtering to ensure stable input voltage. One end of the non-polarized capacitor C3 is connected to the V IN pin of the XL4016E1 chip, and the other end of the non-polarized capacitor C3 is connected to the GDN pin of the XL4016E1 chip. This configuration can provide additional filtering effect, especially in suppressing high-frequency noise, which may be more effective.

[0033] To ensure the output voltage meets the requirements of the brake motor, and to regulate and stabilize the output voltage, one end of the feedback circuit is connected to the SW pin of the XL4016E1 chip, and the other end is connected to the FB pin of the XL4016E1 chip. One end of the filter circuit is connected to the SW pin of the XL4016E1 chip, and the other end is connected to the GND pin of the XL4016E1 chip. The filter circuit and the feedback circuit are connected together to the SW and GND pins of the XL4016E1 to eliminate voltage spikes and electromagnetic interference at the output, ensuring that the brake motor receives a smooth and stable power supply.

[0034] Furthermore, the brake motor power supply circuit 10 also includes a Schottky diode D1 and an inductor L1. The cathode of the Schottky diode D1 is connected to the SW pin of the XL4016E1 chip, the anode of the Schottky diode D1 is grounded, one end of the inductor L1 is connected to the cathode of the Schottky diode D1, and the other end of the inductor L1 is connected to the feedback circuit. When the SW pin of the XL4016E1 outputs a high level, current flows from the power supply through the inductor L1 to the load. At this time, the inductor L1 stores energy, and the Schottky diode D1 is turned off because its cathode voltage is higher than its anode voltage, preventing current from flowing back from the battery or load. When the SW pin of the XL4016E1 outputs a low level, the circuit is disconnected, and the inductor L1 begins to release the stored energy. Because the voltage across the inductor reverses, the Schottky diode D1 conducts, allowing the inductor to release energy to the load. When the SW pin is OFF, it prevents current from flowing back from the load to the power supply. Because Schottky diodes have low forward voltage drop and fast switching speed, they can improve conversion efficiency and reduce heat generation when used as rectifiers. A feedback circuit is connected to the output of inductor L1 to ensure that the power supply circuit can dynamically adjust the PWM signal at the SW pin according to load changes, thereby maintaining a stable output voltage.

[0035] The filtering circuit includes capacitors C5, C6, C7, and C8. These capacitors are connected in parallel. One common terminal of each capacitor is connected to the SW pin of the XL4016E1 chip, and the other common terminal is connected to the GND pin of the XL4016E1 chip. This configuration helps smooth voltage fluctuations at the output of the XL4016E1 chip and reduce noise, thereby providing a more stable DC output. The parallel connection of these capacitors also helps filter out interference across different frequency ranges, ensuring the stability and reliability of the power supply circuit.

[0036] like Figure 3 and Figure 4 As shown, the circuit structure of the peripheral power supply circuit 30 is consistent with that of the system power supply circuit 20. The system power supply circuit 20 includes a synchronous voltage regulator converter, a first filter circuit, a second filter circuit, an inductor L2, and a transient voltage suppressor diode TVS1;

[0037] The main control chip of the synchronous voltage regulator converter is the TPS5430DDAR chip, which supports a wide input voltage range and provides a high-efficiency power supply solution. This chip integrates the MOSFETs of the synchronous rectifier, improving conversion efficiency and reducing system heat. The first filter circuit is connected to the input terminal of the TPS5430DDAR chip. This first filter circuit aims to reduce converter noise, spikes, and other interference at the input terminal, thereby protecting the regulator from excessive interference or damage and ensuring stable system operation. The second filter circuit is connected to the output terminal of the TPS5430DDAR chip. One end of the inductor L2 is connected to the TPS5430DDAR chip to further clean and smooth the output voltage, filtering out possible high-frequency noise and fluctuations, and providing a higher quality DC power output. The other end of the inductor L2 is connected to the second filter circuit. One end of the transient voltage suppressor diode TVS1 is connected to the second filter circuit, and the other end of the transient voltage suppressor diode TVS1 is grounded. The TVS1 diode is used to protect the circuit from damage caused by transient high-voltage surges (such as voltage spikes or surges). It can respond quickly and suppress excessive voltage, preventing damage to the power supply system and back-end loads.

[0038] Furthermore, the first filter circuit includes resistors R2 and R3, capacitors C9, C10, and C11; resistors R2 and R3 are connected in series and then in parallel with capacitors C9, C10, and C11, with one end connected to the IN pin of the TPS5430DDAR chip and the other end grounded, and the common terminal of resistors R2 and R3 is connected to the EN pin of the TPS5430DDAR chip; the second filter circuit includes resistors R4 and R5, capacitors C12, C13, and C14; resistors R4 and R5 are connected in series and then in parallel with capacitors C12, C13, and C14, with one end connected to the BOOT pin of the TPS5430DDAR chip and the other end grounded, and the common terminal of resistors R4 and R5 is connected to the VSNS pin of the TPS5430DDAR chip. These two resistors, connected in series, form a voltage divider circuit. This circuit is connected to the EN pin of the TPS5430DDAR and can be used to adjust or set the voltage threshold that enables the chip. By adjusting the values ​​of these resistors, the power supply voltage for chip startup can be fine-tuned.

[0039] like Figure 5 and Figure 6As shown, the main control chip of the voltage regulator circuit 40 is the AMS1117 chip. It offers both fixed and adjustable output voltage versions, capable of providing a stable output voltage from a low input voltage difference. The AMS1117 also features overcurrent protection and thermal shutdown functions; these built-in protections help prevent damage under output short-circuit or overload conditions. The main control chip of the CAN bus module 50 is the TCAN1042VDRQ1 chip.

[0040] The TCAN1042VDRQ1 is a high-reliability CAN (Controller Area Network) bus transceiver for the automotive industry. This chip is designed to meet the stringent requirements of automotive applications, providing high-speed data communication capabilities while maintaining strong signal integrity and interference immunity under harsh environmental conditions.

[0041] The beneficial effects of this invention are that it not only provides a stable and reliable power supply for the braking system, but also optimizes the performance of the entire system and improves driving safety.

[0042] The above is a detailed description of the preferred embodiments of the present utility model. However, the present utility model is not limited to the described embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present utility model. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.

Claims

1. A vehicle-mounted braking power supply circuit, characterized in that, This includes the brake motor power supply circuit, system power supply circuit, peripheral power supply circuit, voltage regulator circuit, and CAN bus module. The brake motor power supply circuit is connected to the motor to provide a stable power supply to the motor. The system power supply circuit is connected to the system to provide a stable power supply to the system. The peripheral power supply circuit is connected to the peripheral device to provide power to the peripheral device. The input terminal of the peripheral power supply circuit is connected to the output terminal of the system power supply circuit. The output terminal of the peripheral power supply circuit is connected to the input terminal of the voltage regulator circuit. The output terminals of the voltage regulator circuit and the brake motor power supply circuit are connected to the CAN bus module.

2. The vehicle-mounted braking power supply circuit according to claim 1, characterized in that, The brake motor power supply circuit includes a switching power supply control circuit, capacitor C1, electrolytic capacitor C2, non-polar capacitor C3, feedback circuit, and filter circuit. The main control chip of the switching power supply control circuit is an XL4016E1 chip. The VC pin of the XL4016E1 chip is connected to one end of capacitor C1, and the VIN pin of the XL4016E1 chip is connected to the other end of capacitor C1. The VIN pin of the XL4016E1 chip is connected to one end of electrolytic capacitor C2, and the GDN pin of the XL4016E1 chip is connected to the other end of electrolytic capacitor C2. One end of the non-polarized capacitor C3 is connected to the VIN pin of the XL4016E1 chip, and the other end of the non-polarized capacitor C3 is connected to the GDN pin of the XL4016E1 chip. One end of the feedback circuit is connected to the SW pin of the XL4016E1 chip, and the other end of the feedback circuit is connected to the FB pin of the XL4016E1 chip. One end of the filter circuit is connected to the SW pin of the XL4016E1 chip, and the other end of the filter circuit is connected to the GND pin of the XL4016E1 chip.

3. The vehicle-mounted braking power supply circuit according to claim 2, characterized in that, The brake motor power supply circuit also includes a Schottky diode D1 and an inductor L1; the negative terminal of the Schottky diode D1 is connected to the SW pin of the XL4016E1 chip, the positive terminal of the Schottky diode D1 is grounded, one end of the inductor L1 is connected to the negative terminal of the Schottky diode D1, and the other end of the inductor L1 is connected to the feedback circuit.

4. The vehicle-mounted braking power supply circuit according to claim 2, characterized in that, The feedback circuit includes a capacitor C4 and a resistor R1; the capacitor C4 and the resistor R1 are connected in parallel, one common terminal of the capacitor C4 and the resistor R1 is connected to the SW pin of the XL4016E1 chip, and the other common terminal of the capacitor C4 and the resistor R1 is connected to the FB pin of the XL4016E1 chip.

5. The vehicle-mounted braking power supply circuit according to claim 2, characterized in that, The filter circuit includes capacitors C5, C6, C7, and C8; capacitors C5, C6, C7, and C8 are connected in parallel; one common terminal of capacitors C5, C6, C7, and C8 is connected to the SW pin of the XL4016E1 chip, and the other common terminal of capacitors C5, C6, C7, and C8 is connected to the GND pin of the XL4016E1 chip.

6. The vehicle-mounted braking power supply circuit according to claim 1, characterized in that, The system power supply circuit includes a synchronous voltage regulator converter, a first filter circuit, a second filter circuit, an inductor L2, and a transient suppression diode TVS1. The main control chip of the synchronous voltage regulator converter is a TPS5430DDAR chip. The first filter circuit is connected to the input terminal of the TPS5430DDAR chip, and the second filter circuit is connected to the output terminal of the TPS5430DDAR chip. One end of the inductor L2 is connected to the TPS5430DDAR chip, and the other end of the inductor L2 is connected to the second filter circuit. One end of the transient suppression diode TVS1 is connected to the second filter circuit, and the other end of the transient suppression diode TVS1 is grounded.

7. The vehicle-mounted braking power supply circuit according to claim 6, characterized in that, The first filter circuit includes resistors R2 and R3, capacitors C9, C10, and C11. Resistors R2 and R3 are connected in series and then in parallel with capacitors C9, C10, and C11. One end of the resistors is connected to the IN pin of the TPS5430DDAR chip, and the other end is grounded. The common terminal of resistors R2 and R3 is connected to the EN pin of the TPS5430DDAR chip. The second filter circuit includes resistors R4 and R5, capacitors C12, C13, and C14. Resistors R4 and R5 are connected in series and then in parallel with capacitors C12, C13, and C14. One end of the resistors R4 and R5 is connected to the BOOT pin of the TPS5430DDAR chip, and the other end is grounded. The common terminal of resistors R4 and R5 is connected to the VSNS pin of the TPS5430DDAR chip.

8. A vehicle-mounted braking power supply circuit according to claim 6, characterized in that, The circuit structure of the peripheral power supply circuit is consistent with that of the system power supply circuit.

9. A vehicle-mounted braking power supply circuit according to claim 1, characterized in that, The main control chip of the voltage regulator circuit is the AMS1117 chip.

10. A vehicle-mounted braking power supply circuit according to claim 1, characterized in that, The main control chip of the CAN bus module is the TCAN1042VDRQ1 chip.

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