Steering lamp control system of vehicle

Abstract

The utility model discloses a steering lamp control system of a vehicle. The steering lamp control system comprises a first electronic control unit, a gateway and a second electronic control unit, an input interface of the first electronic control unit is respectively connected with a left steering switch, a right steering switch and a danger alarm switch; a first high-side driver, a second high-side driver and a third high-side driver are arranged in the first electronic control unit; the first high-side drive is connected with a left front steering lamp of a main vehicle, the second high-side drive is connected with a right front steering lamp of the main vehicle, and the third high-side drive is connected with a danger alarm indicator lamp; a fourth high-side driving circuit, a fifth high-side driving circuit, a sixth high-side driving circuit and a seventh high-side driving circuit are arranged in the second electronic control unit; wherein the fourth high-side driving circuit is connected with a left steering lamp of the trailer, the fifth high-side driving circuit is connected with a right steering lamp of the trailer, the sixth high-side driving circuit is connected with a left rear steering lamp of a main vehicle, and the seventh high-side driving circuit is connected with a right rear steering lamp of the main vehicle.

Description

TECHNICAL FIELD

[0001] The present specification relates to the technical field of turn signal control, and in particular to a turn signal control system of a vehicle. BACKGROUND

[0002] With the continuous progress of automobile technology and the continuous optimization of the overall vehicle architecture, the complexity of the automobile electronic system is increasing. In terms of vehicle turn signal control, the traditional vehicle turn signal control often relies on a single body controller (BCM) to drive all turn signals. However, with the diversification of automobile functions and the development of the overall vehicle architecture towards regional control, this single controller driving method gradually exposes some limitations. On the one hand, in order to realize various advanced functions, the number of electronic control units (ECU) on the vehicle is increasing, and if a single BCM is still used to drive the turn signals, it will result in complex and lengthy real vehicle wiring layout, a large number of wiring harnesses not only increase the weight of the vehicle, but also occupy valuable interior space, and also increase production costs, and the complex wiring harness system is more prone to electrical faults, reducing the reliability of the vehicle. CONTENT OF THE UTILITY MODEL

[0003] To solve the above technical problems, the embodiments of the present specification are implemented as follows: The utility model provides a turn signal control system of a vehicle, comprising:

[0004] a first electronic control unit, a gateway and a second electronic control unit; wherein the first electronic control unit is connected with the gateway, and the gateway is connected with the second electronic control unit;

[0005] The input interface of the first electronic control unit is connected with a left turn switch, a right turn switch and a danger alarm switch through wires respectively; the first electronic control unit is provided with a first high-side drive circuit, a second high-side drive circuit and a third high-side drive circuit; wherein the first high-side drive circuit is connected with a left front turn signal of a host vehicle, the second high-side drive circuit is connected with a right front turn signal of the host vehicle, and the third high-side drive circuit is connected with a danger alarm indicator;

[0006] The second electronic control unit is provided with a fourth high-side drive circuit, a fifth high-side drive circuit, a sixth high-side drive circuit and a seventh high-side drive circuit; wherein the fourth high-side drive circuit is connected with a left turn signal of a trailer, the fifth high-side drive circuit is connected with a right turn signal of the trailer, the sixth high-side drive circuit is connected with a left rear turn signal of the host vehicle, and the seventh high-side drive circuit is connected with a right rear turn signal of the host vehicle.

[0007] In some optional embodiments, the first electronic control unit is connected with the gateway through a first CAN bus, and the gateway is connected with the second electronic control unit through a second CAN bus.

[0008] In some optional embodiments, an output end of the gateway is connected with a screen display unit of the host vehicle, and the screen display unit is connected with a large screen of the host vehicle through a DSI interface.

[0009] In some optional embodiments, the screen display unit adopts a TFT-LCD display screen.

[0010] In some optional embodiments, the gateway adopts a CAN gateway.

[0011] In some optional embodiments, the first electronic control unit is powered by a first power module, and the second electronic control unit is powered by a second power module.

[0012] The first power module comprises a first DC-DC converter and a first filter circuit, the first DC-DC converter is configured to convert a voltage of a vehicle power supply into a voltage suitable for the operation of the first electronic control unit, and the first filter circuit is configured to filter the converted voltage.

[0013] The second power module comprises a second DC-DC converter and a second filter circuit, the second DC-DC converter is configured to convert the voltage of the vehicle power supply into a voltage suitable for the operation of the second electronic control unit, and the second filter circuit is configured to filter the converted voltage.

[0014] In some optional embodiments, the system further comprises a data communication module connected with the first electronic control unit, the data communication module is configured to receive a control message from a remote key outside, and transmit the control message to the first electronic control unit for processing.

[0015] In some optional embodiments, each of the first high-side drive circuit, the second high-side drive circuit, the third high-side drive circuit, the fourth high-side drive circuit, the fifth high-side drive circuit, the sixth high-side drive circuit and the seventh high-side drive circuit comprises a drive chip and a power MOS tube connected with the drive chip, wherein the drive chip is configured to receive a control signal of the corresponding electronic control unit and drive the power MOS tube to work, so as to drive the corresponding turn signal lamp.

[0016] In some optional implementations, the first electronic control unit is connected to the front turn signal of the main vehicle, and the second electronic control unit is connected to the rear turn signal of the main vehicle and the trailer turn signal. The current detection circuit monitors the operating current of the front turn signal of the main vehicle, the rear turn signal of the main vehicle and the trailer turn signal in real time. When the current is abnormal, a feedback signal is sent to the corresponding electronic control unit to trigger the fault diagnosis and handling process.

[0017] In some alternative implementations, the input of the first electronic control unit is also connected to a LIN communication module to receive LIN signals for controlling the opening and closing of the turn signals.

[0018] The embodiments in this specification can achieve the following beneficial effects: This utility model proposes a scheme based on multiple controllers to drive the turn signals of the main vehicle and the trailer respectively. Compared with using a single body control module (BCM) to drive the turn signals, this scheme can realize regional control of the turn signals. At the same time, this scheme reduces the redundancy of the actual vehicle wiring harness and lowers the cost. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram illustrating the working principle of one type of vehicle turn signal control system provided in this manual.

[0021] Figure 2 In order to be in Figure 1 A schematic diagram illustrating the working principle of the system after adding a LIN communication module to the existing system.

[0022] Figure 3 For illustration Figure 1 A partial enlarged view of the three high-side drive circuits inside the first electronic control unit.

[0023] Wherein, 1 represents the first electronic control unit, 101 represents the first high-side drive, 102 represents the second high-side drive circuit, 103 represents the third high-side drive circuit, 2 represents the gateway, 3 represents the second electronic control unit, 301 represents the fourth high-side drive circuit, 302 represents the fifth high-side drive circuit, 303 represents the sixth high-side drive circuit, 304 represents the seventh high-side drive circuit, 4 represents the left turn signal switch, 5 represents the right turn signal switch, 6 represents the hazard warning switch, 7 represents the data communication unit, 8 represents the main vehicle left front turn signal, 9 represents the main vehicle right front turn signal, 10 represents the hazard warning indicator, 11 represents the trailer left turn signal, 12 represents the trailer right turn signal, 13 represents the main vehicle left rear turn signal, 14 represents the main vehicle right rear turn signal, and 15 represents the LIN communication module. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical scheme and advantages of one or more embodiments of the present specification clearer, the technical scheme of one or more embodiments of the present specification will be described clearly and completely below in combination with specific embodiments of the present specification and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of the present specification, rather than all the embodiments. Based on the embodiments in the present specification, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of one or more embodiments of the present specification.

[0025] The GB4785-2019 regulation stipulates that the same side turn signal lamps should be controlled by the same switch and flash synchronously; if a turn signal lamp fails, the other same side turn signal should continue to work and flash at double frequency. First, the relevant content in the regulation will be explained below. The meaning of "the same side turn signal lamps should be controlled by the same switch and flash synchronously" is that all the turn signal lamps on the same side (left or right) of the vehicle (including the turn signal lamps of the main vehicle and the trailer) must be operated and controlled by a unified switch. When the driver operates this switch, all the turn signal lamps on the same side should respond and work simultaneously to achieve synchronous flashing, accurately conveying the turning intention of the vehicle to other road users, ensuring the consistency of traffic safety and signal indication. In actual driving scenarios, this regulation ensures the clarity and reliability of the vehicle turn signal indication. For example, when the driver turns on the left turn signal switch of the vehicle, the main vehicle front turn signal, the main vehicle rear turn signal and the left turn signal of the trailer on the left side of the vehicle should be turned on and flash synchronously, so that other vehicles and pedestrians can clearly judge that the vehicle will turn left, which helps to avoid traffic confusion or misunderstanding caused by inconsistent turn signal control, and improves the safety and predictability of road driving.

[0026] Normally, the turn signal flashes at a certain frequency (such as the common number of times per second), and if one turn signal fails, the other turn signal on the same side should continue to work and double frequency flashing" means that when one turn signal fails, the other normal turn signal on the same side should flash at twice the normal frequency to meet the regulatory requirements and actual use needs. In the design of the electrical system of the vehicle and the implementation of the turn signal control system, this requirement puts forward corresponding technical requirements for the design of the turn signal switch, signal transmission and the cooperation of the controller, so as to ensure that the turn signals on the same side can accurately and synchronously respond to the switch operation.

[0027] The utility model provides a kind of turn signal control system of vehicle, adopt the framework of multiple controller driving turn signal, each controller is realized by effective signal transmission and cooperative processing, to meet the turn signal control function of regulation, the following is combined with drawing, detailed description each component of the turn signal control system of vehicle provided by the embodiment of the present application.

[0028] As Figure 1 As shown, Figure 1 It is one of the working principle schematic diagram of the turn signal control system of vehicle provided in the present application, and the turn signal control system comprises a first electronic control unit 1, a gateway 2 and a second electronic control unit 3;Wherein, the first electronic control unit 1 is connected with the gateway 2, and the gateway 2 is connected with the second electronic control unit 3.

[0029] The input interface of the first electronic control unit 1 is respectively connected with the left turn switch 4, the right turn switch 5 and the danger alarm switch 6 through wires;The first high-side drive 101, the second high-side drive 102 and the third high-side drive 103 are arranged in the first electronic control unit 1;Wherein, the first high-side drive 101 is connected with the left front turn signal lamp 8 of main vehicle, the second high-side drive 102 is connected with the right front turn signal lamp 9 of main vehicle, and the third high-side drive 103 is connected with the danger alarm indicator lamp 10;

[0030] The fourth high-side drive circuit 301, the fifth high-side drive circuit 302, the sixth high-side drive circuit 303 and the seventh high-side drive circuit 304 are arranged in the second electronic control unit 3;Wherein, the fourth high-side drive circuit 301 is connected with the trailer left turn signal lamp 11, the fifth high-side drive circuit 302 is connected with the trailer right turn signal lamp 12, the sixth high-side drive circuit 303 is connected with the left rear turn signal lamp 13 of main vehicle, and the seventh high-side drive circuit 304 is connected with the right rear turn signal lamp 14 of main vehicle.

[0031] In order to make the description simple, the following refers to the first electronic control unit as ECU1, and the second electronic control unit as ECU2, and when ECU is used, it refers to the first electronic control unit and the second electronic control unit collectively or refers to one of them according to the specific context.

[0032] In the above, the left turn switch 4, the right turn switch 5 and the hazard warning switch 6 are all physical switches on the host vehicle, among which the left turn switch 4 and the right turn switch 5 are the main devices used by the driver to control the left and right turn signals of the vehicle. During driving, when the driver needs to turn left, change lanes to the left side or perform other leftward driving intention indications, the left turn switch 4 is operated to turn on the left turn signal of the vehicle and make it flash at a certain frequency; similarly, when turning right, changing lanes to the right side, the right turn switch 5 is operated, and the right turn signal works. The hazard warning switch 6 is mainly used to send warning signals to surrounding vehicles and pedestrians in emergency situations, such as when the vehicle encounters a breakdown, accident or other emergency situation and needs to be temporarily parked or slowly driven on the road, the driver presses the hazard warning switch 6, and all turn signals of the vehicle (including left and right front turn signals, left and right rear turn signals, and trailer turn signals) will flash at a certain frequency at the same time to attract the attention of surrounding traffic participants and avoid collision accidents. The three switches are directly connected to the ECU 1 through hardwires, forming a stable and reliable electrical circuit. Hardwire connection ensures that the switch signal can be quickly and accurately transmitted to the electronic control unit, unaffected by external interference (such as electromagnetic interference), ensuring that the turn signal control system responds to the driver's operation intention in a timely manner. For example, when the driver operates the left turn switch 4, the change in the internal electrical contact state of the switch will immediately cause the voltage level on the connection line to change (such as from high to low, or vice versa), and the ECU 1 can identify the operation signal of the left turn switch 4 in a very short time by continuously monitoring the change in the voltage level of the hardwire connection interface, and perform subsequent turn signal control operations according to the pre-set program and logic, such as controlling the flashing of the left turn signal of the host vehicle, sending signals to other controllers (such as ECU 2) to realize the coordinated work of the whole vehicle turn signal, etc.

[0033] High-side drive is a commonly used driving method in automotive electronic control systems and other electronic devices, used to control the operation of external loads (such as turn signals, etc.), its specific meaning and working principle are as follows:

[0034] In a circuit composed of a power supply, a load and a control element (such as a transistor, MOSFET, etc.), high-side driving refers to a driving mode in which the control element is located between the power supply and the load, and is close to the positive side of the power supply. It corresponds to low-side driving (the control element is located between the load and the ground). High-side driving realizes the on-off control of the load current by controlling the conduction and cutoff of the control element located on the high potential side (close to the positive pole of the power supply), thereby driving the load to work. Taking a transistor (such as an NPN transistor) as an example, the working mode of high-side driving is introduced below. In a high-side driving circuit, when the control signal is input to the base of the transistor, if the base voltage is higher than the emitter voltage by a certain value (about 0.7V for a silicon transistor), the transistor is turned on, the current flows from the positive pole of the power supply through the transistor to the load, and then flows back to the negative pole of the power supply, and the load starts to work (such as the turn signal light turning on). When the control signal reduces the base voltage to a certain extent, the transistor is turned off, the current path is disconnected, and the load stops. The high-side driving circuit is a specific circuit structure for realizing the high-side driving mode.

[0035] It is mentioned above that the input interface of the first electronic control unit 1 is connected with the left turn signal switch 4, the right turn signal switch 5 and the hazard warning switch 6 through wires. The specific connection mode can adopt a "hard-wire" connection mode, that is, the ECU 1 obtains the turn signal switch signal by directly connecting physical wires (hard wires). Specifically, the ECU 1 and the turn signal switch (the left turn signal switch 4, the right turn signal switch 5 and the hazard warning switch 6) are directly connected through dedicated wires to form a physical electrical circuit. These wires are arranged in the wire harness of the vehicle and extend from the turn signal switch position to the corresponding interface of the ECU 1 to ensure that the signal can be directly transmitted from the switch to the controller. The hard-wire connection mode provides a stable and reliable signal transmission path. Compared with wireless transmission or other indirect transmission modes, hard-wire acquisition is less affected by external interference (such as electromagnetic interference, etc.), which can ensure that the turn signal switch signal is accurately and correctly transmitted to the ECU 1, thereby ensuring the accuracy of the control of the turn signal. When the driver operates the turn signal switch (such as turning on the left turn signal switch 1 or the right turn signal switch 2), the contacts inside the switch will change state, causing the level on the connected hard wire to change (for example, from high level to low level, or vice versa). The ECU 1 identifies the operation signal of the turn signal switch by continuously monitoring the level state change of the hard-wire connected interface. Since hard-wire acquisition is a direct electrical connection, signal transmission is almost real-time, and there is no obvious delay (except for very short line transmission time and internal controller processing time). This enables the ECU 1 to quickly detect the action of the turn signal switch and make timely control decisions, such as controlling the main vehicle turn signal to flash and sending a signal to the ECU 2 to realize the coordinated work of the whole vehicle turn signal.

[0036] In the turning light control system, the hard-wire collection of the turning light switch signal is the starting step of the whole control process, and only after the ECU1 accurately obtains the turning light operation intention of the driver through the hard-wire collection mode, the subsequent signal processing, control of other turning light flickering and realization of the same frequency flickering, fault processing and other functions can be further carried out.

[0037] In the optional embodiment, the first electronic control unit 1 is connected with the gateway 2 through the first CAN bus, and the gateway 2 is connected with the second electronic control unit 3 through the second CAN bus, and the connection mode builds a stable and efficient data communication link in the system, which will be described in detail as follows.

[0038] The CAN (Controller Area Network) bus is a high-performance serial communication bus standard widely used in automotive electronic systems, which has the advantages of multiple master nodes, strong real-time performance, high reliability, variable communication rate, strong error detection and processing capability, and can realize stable and fast data transmission in a complex vehicle electrical environment, and is suitable for control systems with high requirements on real-time performance and reliability.

[0039] In the embodiment, the ECU1 and the gateway 2 are both equipped with communication interfaces meeting the CAN bus standard, and are physically connected through dedicated CAN bus cables. These cables are usually composed of two differential signal lines (CAN_H and CAN_L), which transmit data in the form of differential signals and have strong anti-interference ability. In the vehicle wiring layout, the CAN bus cable and other power lines, signal lines, etc. are reasonably laid out to ensure the quality of signal transmission and avoid the influence of electromagnetic interference on communication. For example, the CAN bus cable can be wrapped with a shielding layer to reduce the interference of external electromagnetic radiation, and at the same time, it is kept a certain distance from other wiring harnesses to prevent electromagnetic noise generated by power lines, etc. from being coupled to the CAN bus.

[0040] When ECU1 needs to send data to gateway 2 (such as turn signal command signals, vehicle status information, etc.), it will package the data according to the CAN bus protocol to form a CAN message. The CAN message contains an identifier (used to identify the priority and source of the message), a data segment (the actual data content to be transmitted, such as turn signal switch state, fault code, etc.), a control segment, a check segment, and other information. ECU1 sends the packaged message to the CAN bus through its CAN interface. At this time, the levels on the CAN_H and CAN_L lines will change accordingly according to the content of the message, transmitting the data out in the form of a differential signal. Gateway 2 continuously listens to the CAN bus through its CAN interface. Once it detects a message on the bus that meets its receiving conditions (judged according to the identifier), it will receive and parse the message to obtain the data content, and then perform corresponding processing or forwarding operations based on these data. For example, if gateway 2 receives a message containing a left turn signal on command sent by ECU1, it will prepare to forward the command to ECU2 according to the preset routing rules.

[0041] Gateway 2 acts as a bridge and data exchange center between ECU1 and ECU2. It not only receives CAN messages from ECU1, but also needs to accurately route these messages to the target device (such as ECU2) according to the system's communication needs. In this process, gateway 2 can perform some necessary processing on the message as needed, such as protocol conversion (if the CAN bus protocol versions or parameters used by ECU1 and ECU2 are slightly different), data format adjustment, etc., to ensure that the data can be correctly transmitted and understood between different control units. For example, if the format of the message sent by ECU1 does not completely match the format expected by ECU2, gateway 2 will parse and repackage the message to make it conform to the receiving requirements of ECU2, and then send the converted message to the second CAN bus.

[0042] The second CAN bus connection between the gateway 2 and the ECU 2 is similar to the connection between the ECU 1 and the gateway 2, and is also achieved by a dedicated CAN bus cable for physical connection and differential signal transmission of data. When the gateway 2 sends the processed message to the second CAN bus, the ECU 2 will listen to the bus through its CAN interface in a similar way to receiving messages from the ECU 1, receive and parse messages from the gateway 2. According to the instructions in the message, the ECU 2 performs corresponding operations, such as controlling the flashing of the main vehicle rear turn signal and trailer turn signal, monitoring the working state of the turn signal and feeding back the fault signal, etc. For example, if the left turn signal on command message forwarded by the gateway 2 is received, the ECU 2 will drive the corresponding high-side drive circuit (such as the fourth high-side drive circuit 301 to control the trailer left turn signal 11, and the sixth high-side drive circuit 303 to control the main vehicle left rear turn signal 13, so that the left rear turn signal and the trailer left turn signal start to flash, realizing the cooperative work with the main vehicle left turn signal.

[0043] Through the connection of the second CAN bus, the ECU 2 cooperates with the gateway 2 and the ECU 1 to form a complete turn signal control system, and this connection mode enables the system to realize complex control logic, such as synchronous flashing of the same side turn signal to meet the requirements of regulations and the frequency doubling flashing function in the case of failure. Correspondingly, the gateway 2 can be a CAN gateway.

[0044] In an optional embodiment, the output end of the gateway 2 is connected with a screen display unit of the main vehicle, and the screen display unit is connected with a large screen of the vehicle through a DSI interface.

[0045] In this scheme, the screen display unit is responsible for processing and transmitting the turn signal state signal, and the large screen of the vehicle is the device for finally displaying the real-time state of the turn signal, and the two together form a complete link for turn signal state display to meet the user's demand for intuitive and accurate visual perception of the state of the vehicle turn signal, thereby improving driving safety and operation convenience. The screen display unit transmits the turn signal state signal to the large screen of the vehicle through the DSI interface, that is, the screen display unit is the sending end of the signal, and the large screen of the vehicle is the receiving end of the signal, and the two realize data transmission through the specific DSI interface, so that the large screen of the vehicle can obtain the state information of the turn signal. In this process, the main function of the screen display unit is to process and forward the turn signal state signal received from the ECU 2, and the purpose is to transmit accurate signals to the large screen of the vehicle, and the large screen of the vehicle executes the operation of turning on and off the turn signal according to the received signal, to intuitively display the real-time state of the turn signal of the whole vehicle.

[0046] In an optional embodiment, the first electronic control unit 1 is powered by a first power module, and the second electronic control unit 3 is powered by a second power module.

[0047] The first power module comprises a first DC-DC converter and a first filter circuit, the first DC-DC converter is used to convert the vehicle power supply voltage into a voltage suitable for the operation of the first electronic control unit 1, and the first filter circuit is used to filter the converted voltage.

[0048] The second power module comprises a second DC-DC converter and a second filter circuit, the second DC-DC converter is used to convert the vehicle power supply voltage into a voltage suitable for the operation of the second electronic control unit 3, and the second filter circuit is used to filter the converted voltage.

[0049] In this scheme, ECU1 and ECU2 both have independent power modules mainly to ensure that the two electronic control units can work stably and reliably in the complex electrical environment of the automobile, and the specific reasons are as follows:

[0050] First, in the automobile electrical system, the power supply voltage will fluctuate due to engine starting, load changes (such as the start and stop of other high-power electrical devices), etc. The independent power module can convert the vehicle power supply voltage into a stable voltage suitable for the operation of the ECU through the DC-DC converter, effectively isolating the influence of these voltage fluctuations on the ECU, and avoiding the abnormal operation or even damage of the ECU due to excessively high or low voltage. At the same time, there are various electromagnetic interference sources during the operation of the automobile, such as electromagnetic radiation generated by the ignition system, motor, etc. The filter circuit in the independent power module can filter out noise interference and provide pure power for the ECU, ensuring that it is not affected by external interference and operates stably. For example, when the vehicle starts, the power supply voltage may experience a short and large drop. If there is no independent power module for voltage stabilization, the ECU may reset or operate incorrectly due to insufficient power supply, affecting the normal function of the steering light control system.

[0051] Second, in the multi-controller turn signal control system, ECU1 and ECU2 respectively undertake different position turn signal control tasks (such as ECU1 controls the front turn signal of the host vehicle, and ECU2 controls the rear turn signal of the host vehicle and the trailer turn signal) and related signal processing and diagnosis functions. If a common power module is used, once the power module fails, both ECUs may lose normal power supply at the same time, and the entire turn signal control system will not work, seriously affecting the safety and signal indication function of the vehicle. Independent power modules can make ECU1 and ECU2 independent of each other in terms of power supply. Even if the power module of one ECU fails, the other ECU can still work normally to maintain partial turn signal control functions, reduce the impact of power failure on the entire system, and improve the reliability and fault tolerance of the system. For example, during vehicle driving, if the power module of ECU2 fails, ECU1 can still control the host vehicle turn signal to work normally, ensuring that the vehicle can at least display part of the turn intention to other road users, reducing the risk of traffic accidents.

[0052] Third, the loads (turn signals and related circuits) connected and controlled by ECU1 and ECU2 may differ in working characteristics and power requirements. For example, the number, power, and working environment of the host vehicle turn signal and the trailer turn signal are different, and their requirements for power supply are also different. Independent power modules can be designed according to the characteristics of the connected loads to ensure that each ECU is provided with appropriate power output to meet the normal working requirements of its load and optimize system performance. For example, the host vehicle turn signal may require higher instantaneous starting current to ensure rapid lighting, and the power module of ECU1 can be designed according to this requirement to provide sufficient current output. The trailer turn signal controlled by ECU2 may work in different voltage environments, and its power module can be adjusted and optimized accordingly to ensure stable operation of the trailer turn signal and improve the adaptability and control accuracy of the entire turn signal control system to different load conditions.

[0053] In an optional embodiment, the system further includes a data communication module connected to the first electronic control unit 1, which is used to receive control messages from an external remote key and transmit the control messages to the first electronic control unit 1 for processing.

[0054] In the technical solution of the embodiment, the remote key is an external control device of the vehicle, which sends control messages to the vehicle through wireless communication technology (such as radio frequency signals), and the data communication module (DCM) is a network communication component with specific functions used on the vehicle, which is equipped with a corresponding wireless receiving device and can accurately receive the signals sent by the remote key within a certain range. When the driver presses a specific key (such as an unlock key, a lock key, a car search key, etc.) on the remote key, the remote key will generate a control message containing the corresponding operation instruction according to the preset encoding rule and send it out. After the data communication module receives these messages, it will perform preliminary decoding and verification to ensure the integrity and correctness of the messages. After decoding and verification, the data communication module will transmit the control message to the ECU1 through a wired connection (such as a data bus). The ECU1 executes the corresponding operation according to the content of the received control message. For example, if the remote key sends a control message to unlock the vehicle, the first electronic control unit 1 will control the vehicle's turn signal to perform a specific flashing mode (such as flashing several times quickly) to prompt the driver that the vehicle has been unlocked; or when the vehicle is in an anti-theft state, the signal sent by the remote key can trigger the turn signal system to flash and alert the surrounding people of the abnormal state of the vehicle.

[0055] In the optional embodiment, the screen display unit can adopt a TFT-LCD display screen. The TFT-LCD display screen (Thin Film Transistor Liquid Crystal Display) is mainly composed of two parallel glass substrates with a liquid crystal layer in between. The liquid crystal molecules change their arrangement direction under the action of an electric field, thereby affecting the light transmittance. On both sides of the liquid crystal layer, there are polarizing plates that allow only light of a specific direction to pass through. When there is no electric field, the liquid crystal molecules rotate the polarization direction of the light, and the light cannot pass through the second polarizing plate, so the display screen appears dark; when an electric field is applied, the liquid crystal molecules change their arrangement, and the light can pass through, so the display screen appears bright. By controlling the electric field of the liquid crystal molecules in different areas, various images and text can be displayed. In the vehicle turn signal control system provided by the utility model, the TFT-LCD display screen communicates stably with the second electronic control unit 3 through the DSI interface and receives the turn signal state signals from the ECU2. According to these signals, the display screen can accurately and in real time display the working state of the vehicle's turn signal, such as which turn signal is flashing, whether the flashing frequency is normal, etc. For example, after the driver operates the turn signal switch, the corresponding turn indicator light on the TFT-LCD display screen will light up or flash, directly feeding back the working condition of the turn signal system to the driver, so that the driver can clearly understand the state of the vehicle's turn signal and ensure driving safety.

[0056] In an optional embodiment, each of the first high-side drive circuit 101, the second high-side drive circuit 102, the third high-side drive circuit 103, the fourth high-side drive circuit 301, the fifth high-side drive circuit 302, the sixth high-side drive circuit 303, and the seventh high-side drive circuit 304 comprises a drive chip and a power MOS connected to the drive chip, wherein the drive chip is configured to receive a control signal from the corresponding electronic control unit and drive the power MOS to work, so as to drive the corresponding turn signal lamp.

[0057] As shown in Figure 3 , Figure 3 for illustration Figure 1 The partial enlarged view of the three high-side drive circuits inside the first electronic control unit, in this scheme, the drive chip is the control core of the high-side drive circuit, which has a special input interface for receiving control signals from the corresponding electronic control unit (ECU1 or ECU2). These control signals contain various instructions for the working state of the turn signal lamp, such as turning on, turning off, flicker frequency control, etc. After receiving the signal, the drive chip first decodes and checks the signal to ensure its accuracy and integrity. For example, in the vehicle turn signal control system, when ECU1 needs to control the left front turn signal lamp of the main vehicle (corresponding to the first high-side drive circuit 101) to turn on, it will send a specific coded control signal to the drive chip in the first high-side drive circuit 101. After receiving the signal, the drive chip will decode it to determine that the signal is used to control the left front turn signal lamp to turn on, and check whether the signal has errors or interference. If the signal has errors, the drive chip may take appropriate error handling measures, such as ignoring the error signal, requesting retransmission, or triggering a system alarm. After decoding and checking the valid control signal, the drive chip will process it according to its internal preset logic and algorithm, and convert the control signal into a level signal suitable for driving the power MOS.

[0058] The power MOSFET as a power switch element in the high-side drive circuit, its main function is to realize the on-off control of the turn signal current according to the control signal of the drive chip. When the drive chip outputs a high-level signal to make the MOSFET conduct, the power supply voltage is directly loaded to the turn signal, the current flows from the positive electrode of the power supply through the drain-source path of the MOSFET to the turn signal, and then flows back to the negative electrode of the power supply through the ground circuit of the vehicle, and the turn signal is on; when the drive chip outputs a low-level signal to make the MOSFET cut off, the current path is cut off, and the turn signal is off. For example, in the drive circuit of the left turn signal of the host vehicle, when the ECU1 sends a left turn signal on signal through the drive chip in the first high-side drive circuit 101, the drive chip outputs a high-level drive signal to the gate of the power MOSFET, making the MOSFET conduct, and the current flows through the left front turn signal of the host vehicle, making it emit light; when the left turn signal needs to be turned off, the drive chip outputs a low-level signal, the MOSFET is cut off, the current stops flowing, and the left turn signal is turned off.

[0059] Through the cooperative work of the drive chip and the power MOSFET, the high-side drive circuit can realize accurate control of the working state of the turn signal, not only can accurately control the opening and closing time of the turn signal, but also can realize different frequency flicker function according to system requirements. For example, when the vehicle is turning, the turn signal needs to flicker at a certain frequency to prompt other road users of the turning intention of the vehicle. The high-side drive circuit can accurately control the on and off time interval of the power MOSFET according to the flicker frequency control signal sent by the electronic control unit, so as to realize stable and accurate turn signal flicker effect.

[0060] In the optional embodiment, the first electronic control unit 1 is connected with the front turn signal of the host vehicle, the second electronic control unit 3 is connected with the rear turn signal of the host vehicle and the trailer turn signal, and a current detection circuit is connected between the first electronic control unit 1 and the front turn signal of the host vehicle, the second electronic control unit 3 and the rear turn signal of the host vehicle and the trailer turn signal. The current detection circuit monitors the working current of the front turn signal of the host vehicle, the rear turn signal of the host vehicle and the trailer turn signal in real time, and feeds back a signal to the corresponding electronic control unit when the current is abnormal, so as to trigger the fault diagnosis and processing process.

[0061] In the embodiment, the front turn signal of the host vehicle is used to collectively refer to the left front turn signal 8 and the right front turn signal 9 of the host vehicle, the rear turn signal of the host vehicle is used to collectively refer to the left rear turn signal 13 and the right rear turn signal 14 of the host vehicle, and the trailer turn signal is used to collectively refer to the left turn signal 11 and the right turn signal 12 of the trailer. In this scheme, when the host vehicle or the trailer turn signal appears open circuit or short circuit fault, the system can realize accurate fault detection and corresponding control strategy through the cooperative work between the ECU1 and the ECU2, so as to ensure that the vehicle turn signal system can still provide effective warning information under fault condition, and at the same time meet the requirements of relevant regulations. The fault processing mechanism is described in detail as follows:

[0062] Through the current detection circuit to be introduced below, the ECU 1 can have a bottom-layer diagnosis function that detects faults by monitoring relevant electrical parameters in the main vehicle turn signal circuit. When the ECU 1 detects a fault in the main vehicle turn signal, its microprocessor will execute a preset fault handling program to control the main vehicle turn signal to flash at double frequency. This control process is achieved by adjusting the driving signal to the main vehicle turn signal. Specifically, the control logic inside the ECU 1 will change the frequency of the pulse width modulation (PWM) signal output to the main vehicle turn signal high-side driving circuit (such as the first high-side driving circuit 101 or the second high-side driving circuit 102). Under normal circumstances, the PWM signal controls the turn signal to flash at a certain frequency (such as the common 1 flash per second), and when a fault is detected, the ECU 1 will double the frequency of the PWM signal (such as 2 flashes per second), thereby causing the main vehicle turn signal to flash at double frequency.

[0063] At the same time of controlling the main vehicle turn signal to flash at double frequency, the ECU 1 will send a turn signal command signal to the ECU 2 through the gateway 2, which contains information about the fault in the main vehicle turn signal and instructions for the ECU 2 to drive the main vehicle rear turn signal and the trailer turn signal to flash at double frequency. The ECU 1 will package these information according to the CAN bus protocol to form a CAN message, and then send the message to the gateway 2 through the first CAN bus. After receiving the message, the gateway 2 will forward it to the second CAN bus connected to the ECU 2 according to the preset routing rules. The ECU 2 receives the message through its CAN interface and parses the instruction content, preparing to perform the corresponding operation. For example, when a short circuit fault occurs in the right front turn signal of the main vehicle, the message sent by the ECU 1 may contain an identifier indicating the fault in the right front turn signal and instruction data to control the main vehicle rear right turn signal and the trailer right turn signal to flash at double frequency. The gateway 2 accurately routes the message to the ECU 2, enabling the ECU 2 to obtain fault information in time and respond accordingly.

[0064] ECU2 also has a bottom-layer diagnosis function through the current detection circuit, which is used to monitor the working state of the main vehicle rear turn signal and the trailer turn signal. The fault detection principle is similar to that of ECU1, which is also to judge whether an open circuit or a short circuit fault occurs by monitoring the current and other electrical parameters in the circuit. For example, if the line connection of the trailer left turn signal is loose and causes an open circuit, ECU2 will detect that the current in the turn signal circuit disappears. If the trailer right turn signal bulb is internally short-circuited, ECU2 will detect that the current abnormally increases. The diagnosis circuit inside ECU2 transmits these monitoring results to its microprocessor for analysis. Once a fault is judged, the microprocessor starts the corresponding fault handling program. When ECU2 detects a fault in the main vehicle rear turn signal or the trailer turn signal, it routes the main vehicle rear turn signal / trailer turn signal fault signal to ECU1. Specifically, ECU2 sends a message containing fault information to the second CAN bus through the second CAN bus. After receiving the message, gateway 2 forwards it to the first CAN bus connected to ECU1 according to the routing table. ECU1 receives the fault signal message through its CAN interface and analyzes it to obtain fault-related information, such as the specific location of the fault (whether it is the main vehicle rear turn signal or the trailer turn signal, and whether it is the left side or the right side), etc., to prepare for subsequent logical processing. For example, when the open circuit fault of the main vehicle left rear turn signal 13 is detected by ECU2, ECU2 sends a message containing the left rear turn signal open circuit information to the gateway, which forwards it to ECU1, so that ECU1 can know about this fault condition.

[0065] After receiving the fault signal from ECU2, ECU1 performs logical processing, and its microprocessor determines that the main vehicle turn signal needs to be controlled to flash at double frequency to maintain the warning consistency of the entire vehicle turn signal system in the event of a fault. Then, ECU1 adjusts the drive signal of the main vehicle turn signal according to the control method described above when the main vehicle turn signal is faulty, so that the main vehicle turn signal flashes at double frequency. At the same time, ECU1 generates a turn signal command signal again and sends it to ECU2 through the gateway, which instructs ECU2 to drive the main vehicle rear turn signal and the trailer turn signal to flash at double frequency. For example, after receiving the fault signal of the open circuit of the main vehicle left rear turn signal 13, the microprocessor of ECU1 performs logical processing, controls the main vehicle left front turn signal and the right front turn signal to flash at double frequency, and sends instructions to ECU2 to drive the main vehicle left rear turn signal 13 and the trailer left turn signal to flash at double frequency, ensuring that the left side turn signal of the entire vehicle flashes at double frequency to prompt other road users that there is a problem with the vehicle turn signal system in the event of a fault.

[0066] ECU2 receives the turn signal command signal sent by ECU1, and according to the instruction in the signal, controls the frequency doubling flashing of the main vehicle rear turn signal and the trailer turn signal through the internal high-side drive circuit (such as the fourth high-side drive circuit 301, the fifth high-side drive circuit 302, the sixth high-side drive circuit 303, and the seventh high-side drive circuit 304). The control logic inside ECU2 will adjust the frequency of the PWM signal output to the corresponding high-side drive circuit, so that it is consistent with the frequency doubling flashing frequency of the main vehicle turn signal. For example, for the trailer right turn signal, when ECU2 receives the frequency doubling flashing instruction sent by ECU1, it will adjust the frequency of the PWM signal of the fifth high-side drive circuit 302, so that the trailer right turn signal flashes synchronously with the main vehicle right turn signal, clearly showing the vehicle right turn signal system failure to surrounding vehicles and pedestrians, reminding other road users to pay attention to the change of the vehicle's driving state, improving the safety of driving, and ensuring that when any one turn signal fails, the other turn signal on the same side can flash in the frequency doubling manner, meeting the requirements of relevant regulations and actual use needs.

[0067] The implementation of the current detection circuit mentioned above will be described below, which can include the Hall effect sensor method and the series sampling resistance method. Taking the Hall effect sensor method as an example, the design of the current detection circuit will be described. In this method, a Hall effect current sensor needs to be installed near the power supply line of each turn signal. The Hall effect current sensor detects current based on magnetic field changes, which can achieve electrical isolation, improve the safety and anti-interference ability of the system. When current passes through the wire, a magnetic field is generated around the wire, and the Hall effect sensor senses the change in the magnetic field and converts it into a voltage signal. After amplification, filtering, and other processing, the voltage signal is transmitted to ECU1 or ECU2. For example, the weak voltage signal output by the sensor is first amplified by an amplifier to a range suitable for ECU processing, and then a low-pass filter is used to remove high-frequency interference signals. After receiving the voltage signal transmitted by the sensor, the ECU converts it into a current value through an internal algorithm and compares it with the preset normal current range. If the current value is abnormal, it is determined that the turn signal is faulty, and the corresponding fault handling program is triggered, such as controlling the frequency doubling flashing of the turn signal.

[0068] It should be noted that there are various electromagnetic interferences in the automotive environment, so the current detection circuit needs to take anti-interference measures. For example, when wiring the circuit, the sampling line can be arranged separately from other power lines and signal lines to avoid interference. At the same time, the output signal of the Hall effect sensor can be filtered to remove high-frequency interference signals, and shielded cables can be used to transmit signals to reduce the influence of external electromagnetic interference on the measurement results.

[0069] In some optional embodiments, such as Figure 2As shown, the input end of the first electronic control unit 1 is also connected with the LIN communication module 15 for receiving the LIN signal for controlling the opening and closing of the turn signal.

[0070] In the technical solution of the embodiment, the input end of the ECU 1 is connected with the LIN communication module 15 in the vehicle turn signal control system for receiving the LIN signal for controlling the opening and closing of the turn signal, which can increase the control flexibility and functional expandability of the turn signal control system. Specifically, the LIN communication module 15 is a component for realizing the LIN bus communication function, which mainly functions to interact with other devices for data in the electronic system of the vehicle through the LIN bus, receive and send the LIN signal. In the turn signal control system, it is responsible for receiving the LIN signal for controlling the opening and closing of the turn signal from other systems or devices, and transmitting the signal to the ECU 1, so that the ECU 1 can control the working state of the turn signal according to the instruction of the LIN signal.

[0071] The LIN signal for controlling the opening and closing of the turn signal can come from multiple systems or devices inside the vehicle. For example, the central control system of the vehicle can generate a LIN signal according to the overall state of the vehicle (such as unlocking, locking the car, anti-theft alarm, etc.) or the specific operation of the driver (such as setting certain functions through the keys on the center console), and send it to the ECU 1 through the LIN bus to control the turn signal to perform corresponding flashing or lighting operation. In addition, the intelligent driving assistance system can also send a LIN signal to control the turn signal in a specific scenario (such as automatic lane change, emergency braking warning, etc.), to prompt other road users about the driving intention or dangerous situation of the vehicle. Some other vehicle body control modules (such as door control module, window control module, etc.) may also work cooperatively with the turn signal control system in some cases, and send a LIN signal to the first electronic control unit 1 to control the state of the turn signal, so as to realize the coordination and unity of the overall function of the vehicle.

[0072] For example, when the vehicle is unlocked, the central control system may send a LIN signal to instruct the first electronic control unit 1 to control the turn signal to flash quickly for several times, to prompt the driver that the vehicle has been unlocked, and facilitate the driver to find the location of the vehicle; when the intelligent driving assistance system detects that the vehicle is about to automatically change lanes, it will send a LIN signal to make the turn signal flash in advance, to indicate the lane change intention of the vehicle to surrounding vehicles, and improve the safety of driving; if the door control module detects that the door is not closed during driving, it may send a LIN signal to make the turn signal flash in a specific mode, to remind the driver to pay attention to the state of the door and ensure the safety of driving.

[0073] Meanwhile, in the technical solution of the embodiment, the LIN communication module 15 continuously monitors the LIN signals from other devices through the LIN bus, and when receiving the LIN signal for controlling the opening and closing of the turn signal, it first decodes the signal, converts the received LIN bus level signal into a data format recognizable by the ECU 1. The LIN signal usually contains identifier, data byte and other information, the identifier is used to determine the type and source of the signal, and the data byte contains specific control instructions (such as turn signal on, off, flicker frequency, etc.). The LIN communication module 15 parses these information according to the LIN bus protocol, extracts the instruction content related to the turn signal control, and prepares it for transmission to the first electronic control unit 1.

[0074] The decoded turn signal control instruction is transmitted to the first electronic control unit 1 through the connection line between the LIN communication module 15 and the first electronic control unit 1. After receiving the instruction, the first electronic control unit 1 processes it according to the internal preset program logic. If the instruction is to turn on the turn signal, the first electronic control unit 1 will control the corresponding main vehicle turn signal (main vehicle left front turn signal 8 or main vehicle right front turn signal 9) to light up through the internal high-side drive circuit (such as first high-side drive circuit 101 or second high-side drive circuit 102); if the instruction is to turn off the turn signal, the output of the high-side drive circuit is stopped, and the turn signal is turned off; for the flicker instruction, the first electronic control unit 1 will control the high-side drive circuit to turn on and off according to the flicker frequency specified in the instruction, to realize the flicker effect of the turn signal. For example, if the received LIN signal instruction requires the main vehicle left turn signal to flicker at a frequency of 2 times per second, the first electronic control unit 1 will generate a corresponding control signal according to the instruction, control the first high-side drive circuit 101 to turn on and off at a frequency of 2 times per second, and make the main vehicle left front turn signal 8 flicker, to convey the turning intention or specific state information of the vehicle to other road users.

[0075] The technical solution of the present application reduces the redundancy of the real vehicle beam, and reduces the cost. In addition, when the ECU 1 drives the main vehicle turn signal to flicker, the turn signal command is sent to other controllers to control the turn signal to realize the same frequency flicker; based on the turn signal fault processing, when any turn signal is open or short, the turn signal can realize the double frequency flicker function. Based on the turn signal state signal processing, the real-time state of the whole vehicle turn signal is displayed on the large screen. Therefore, the scheme realizes the same frequency flicker of the turn signal controlled by multiple sub-control units ECU, and meets the real vehicle function and requirement of the turn signal.

[0076] ECU1 collects the turn signal switch signal through hardwire, if ECU1 collects the turn signal switch signal as low level, the turn signal switch signal is valid, or receives the CAN, LIN message to request to open the turn signal, after a short software processing time, the main vehicle turn signal is controlled to flash through the high side drive circuit; at the same time, the turn signal command signal is sent to ECU2 through the gateway in the form of message routing. ECU2 receives the turn signal command signal and drives the main vehicle rear turn signal and trailer turn signal to flash. Because the signal transmission and gateway processing time is relatively short, only about less than 5ms, the logic operation time of ECU2 after receiving the turn signal command signal is 10ms, therefore, the time difference of the main vehicle turn signal, the main vehicle rear turn signal and the trailer turn signal is not more than 15ms, and the same frequency flashing of the main vehicle turn signal, the main vehicle rear turn signal and the trailer turn signal can be realized. The delay time from the turn signal switch being pressed to the main vehicle rear turn signal / trailer turn signal starting to flash is less than 100ms, which is in the range that human beings cannot perceive.

[0077] When the main vehicle turn signal is open or short, ECU1 detects the turn signal fault based on the underlying diagnostic function, and controls the main vehicle turn signal to double frequency flash; at the same time, ECU1 sends the turn signal command signal to ECU2 to drive the main vehicle rear turn signal and the trailer turn signal to double frequency flash. When the main vehicle rear turn signal or the trailer turn signal is open or short, ECU2 detects the fault through the underlying diagnostic function, and routes the main vehicle rear turn signal / trailer turn signal fault signal to ECU1, which is logically processed by ECU1 to control the main vehicle turn signal to double frequency flash; at the same time, ECU1 sends the turn signal command signal to ECU2 to drive the main vehicle rear turn signal and the trailer turn signal to double frequency flash.

[0078] From the perspective of the turn signal function, ECU1 is equivalent to a logic processor, which detects the validity of the hardwire switch or receives the CAN, LIN message to open the turn signal, and sends the turn signal command signal to ECU2, and ECU2 executes the command to open the turn signal, so ECU2 can be compared to an actuator. Whether the main vehicle turn signal is normally frequency flashing or double frequency flashing, the main vehicle rear turn signal / trailer turn signal controlled by ECU2 will be synchronously driven according to the turn signal command signal sent by ECU2. Therefore, the turn signal state signal of ECU2 is routed to the screen display unit through the gateway, and is transmitted to the vehicle-mounted large screen through the DSI interface, which is used to light up and turn off the turn signal indicator and display the real-time state of the turn signal of the whole vehicle.

[0079] Many specific details are set forth in the above description in order to provide a thorough understanding of the present application. However, the above description is merely a preferred embodiment of the present application, and it is possible to carry out the present application in a manner different from the description set forth herein, and the present application is not limited to the specific embodiments disclosed in the above description. Meanwhile, any person skilled in the art can make many possible changes and modifications to the technical scheme of the present application, or modify it into equivalent embodiments, by using the methods and technical contents disclosed above, without departing from the scope of the technical scheme of the present application. Any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present application, without departing from the content of the technical scheme of the present application, still belongs to the scope of protection of the technical scheme of the present application.

Claims

1. A turn signal control system for a vehicle, characterized by, The system comprises a first electronic control unit (1), a gateway (2) and a second electronic control unit (3); wherein the first electronic control unit (1) is connected with the gateway (2), and the gateway (2) is connected with the second electronic control unit (3); The input interface of the first electronic control unit (1) is respectively connected with a left steering switch (4), a right steering switch (5) and a danger alarm switch (6) through wires; the first electronic control unit (1) is provided with a first high-side drive circuit (101), a second high-side drive circuit (102) and a third high-side drive circuit (103); wherein the first high-side drive circuit (101) is connected with a left front steering lamp (8) of a host vehicle, the second high-side drive circuit (102) is connected with a right front steering lamp (9) of the host vehicle, and the third high-side drive circuit (103) is connected with a danger alarm indicator lamp (10); The second electronic control unit (3) is provided with a fourth high-side drive circuit (301), a fifth high-side drive circuit (302), a sixth high-side drive circuit (303) and a seventh high-side drive circuit (304); wherein the fourth high-side drive circuit (301) is connected with a trailer left steering lamp (11), the fifth high-side drive circuit (302) is connected with a trailer right steering lamp (12), the sixth high-side drive circuit (303) is connected with a left rear steering lamp (13) of the host vehicle, and the seventh high-side drive circuit (304) is connected with a right rear steering lamp (14) of the host vehicle.

2. The turn signal control system of claim 1, wherein The first electronic control unit (1) is connected with the gateway (2) through a first CAN bus, and the gateway (2) is connected with the second electronic control unit (3) through a second CAN bus.

3. The turn signal control system of claim 1, wherein The output end of the gateway (2) is connected with a screen display unit of the host vehicle, and the screen display unit is connected with a vehicle-mounted large screen of the host vehicle through a DSI interface.

4. The turn signal control system of claim 3, wherein The screen display unit adopts a TFT-LCD display screen.

5. The turn signal control system of claim 1, wherein The gateway (2) adopts a CAN gateway.

6. The turn signal control system of claim 1, wherein The first electronic control unit (1) is powered by a first power module, and the second electronic control unit (3) is powered by a second power module; The first power module comprises a first DC-DC converter and a first filter circuit, the first DC-DC converter is used for converting a vehicle-mounted power supply voltage into a voltage suitable for the working of the first electronic control unit (1), and the first filter circuit is used for filtering the converted voltage; The second power module comprises a second DC-DC converter and a second filter circuit, the second DC-DC converter is used for converting the vehicle-mounted power supply voltage into a voltage suitable for the working of the second electronic control unit (3), and the second filter circuit is used for filtering the converted voltage.

7. The turn signal control system of claim 1, wherein The system further comprises a data communication module (7) connected with the first electronic control unit (1), the data communication module (7) is used for receiving a control message from a remote key outside and transmitting the control message to the first electronic control unit (1) for processing.

8. The turn signal control system of claim 1, wherein Each of the first high-side drive circuit (101), the second high-side drive circuit (102), the third high-side drive circuit (103), the fourth high-side drive circuit (301), the fifth high-side drive circuit (302), the sixth high-side drive circuit (303) and the seventh high-side drive circuit (304) comprises a drive chip and a power MOS tube connected with the drive chip, wherein the drive chip is used for receiving a control signal of a corresponding electronic control unit and driving the power MOS tube to work, so as to realize driving of a corresponding turn signal lamp.

9. The turn signal control system of claim 1, wherein The first electronic control unit (1) is connected with a main vehicle front turn signal lamp, the second electronic control unit (3) is connected with a main vehicle rear turn signal lamp and a trailer turn signal lamp, and a current detection circuit is connected between the main vehicle front turn signal lamp, the main vehicle rear turn signal lamp and the trailer turn signal lamp, the current detection circuit is used for monitoring working currents of the main vehicle front turn signal lamp, the main vehicle rear turn signal lamp and the trailer turn signal lamp in real time, and feeding back a signal to a corresponding electronic control unit when the currents are abnormal, so as to trigger a fault diagnosis and processing flow.

10. The turn signal control system of claim 1, wherein An input end of the first electronic control unit (1) is further connected with a LIN communication module (15), so as to receive a LIN signal used for controlling opening and closing of a turn signal lamp.

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