Automobile tail light control device and automobile

Abstract

The application discloses a kind of automobile tail light control device and automobile, belong to automobile tail light control technical field, the device includes voltage conversion module, configured to the first voltage input is reduced to second voltage;Drive control module is connected with the voltage conversion module, configured to provide constant current drive for light emitting diode, and integrated power management unit;Light emitting unit is connected with the drive control module, contains several independently controllable light emitting elements;Communication module is connected with the drive control module, configured to the fault diagnosis information detected by the drive control module is converted into differential signal and is fed back to vehicle body control system.The application is integrated design by voltage conversion module and drive control module, realizes high voltage compatibility and rapid fault diagnosis, so that driver can obtain tail light state in real time through instrument, improves driving safety.

Description

Technical Field

[0001] This application relates to the field of automotive taillight control technology, specifically to an automotive taillight control device and an automotive. Background Technology

[0002] With the upgrading of the electronic and electrical architecture of new energy vehicles, the traditional 12V power supply system can no longer meet the high power requirements (such as wiring harness losses and high current loads), prompting the automotive industry to transform to a 48V high-voltage system. At the same time, the traditional taillight solution has two major drawbacks: 1) lack of real-time fault diagnosis, drivers cannot obtain the taillight status (such as open circuit / short circuit) through the instrument panel, and need to get out of the car to check manually, which poses a driving safety hazard; 2) insufficient voltage compatibility, the existing 12V taillight drive solution cannot be adapted to the 48V high-voltage platform, and the diagnostic function relies on complex peripheral circuits, resulting in high cost and response delay. Utility Model Content

[0003] This application provides a vehicle taillight control device and a vehicle, aiming to solve the driving safety hazards caused by the inability of traditional 12V taillight systems to adapt to new energy high-voltage platforms and the lack of a rapid fault feedback mechanism.

[0004] In a first aspect, a vehicle taillight control device is provided, comprising: The voltage conversion module is configured to step down the input first voltage to a second voltage; A drive control module, connected to the voltage conversion module, is configured to provide constant current drive for the light-emitting diode and integrates a power management unit; The light-emitting unit, connected to the drive control module, includes several independently controllable light-emitting elements; A communication module, connected to the drive control module, is configured to convert fault diagnosis information detected by the drive control module into differential signals and feed them back to the body control system.

[0005] In some of these designs, the voltage conversion module includes an input filter circuit, a first chip, an inductor, and an output filter capacitor. The input filter circuit is configured to filter out high-frequency noise from the input power supply. The first chip and the inductor form a switching buck topology to step down the first input voltage to the second voltage. The output filter capacitor is configured to stabilize the output voltage.

[0006] In some of these designs, the drive control module includes a second chip that provides constant current drive to the light-emitting element through multiple drive channels. The second chip integrates a fault detection circuit and is configured to output fault diagnosis information of the light-emitting element to the communication module when a fault is detected in the light-emitting element.

[0007] In some of these designs, the communication module includes a third chip and a power supply filter capacitor. The TXD pin of the third chip is connected to the drive control module to receive the fault diagnosis information. The CANH and CANL pins of the third chip are configured to communicate differentially with the body control system. The power supply filter capacitor is configured to stabilize the operating voltage of the third chip.

[0008] In some of these designs, the light-emitting unit includes a substrate, a plurality of light-emitting diode modules disposed on the substrate, and an optical guiding structure; the light-emitting diode modules are arranged in an array on the surface of the substrate, and the spacing between adjacent modules is no greater than a preset threshold; the optical guiding structure includes a light guide strip and a diffuser, the light guide strip extends along the length of the substrate and covers all the light-emitting diode modules, and the diffuser covers the outer surface of the light guide strip.

[0009] In some of these designs, the first voltage is 48V and the second voltage is 7V.

[0010] In some of these designs, the input voltage range of the voltage conversion module is 36V to 80V.

[0011] In some of these designs, the power management unit built into the drive control module provides a 5V operating voltage to the communication module.

[0012] In some of these designs, the drive control module interacts with the communication module via a serial interface to perform real-time diagnostics on the light-emitting element, and transmits the diagnostic information to the vehicle body control system via a bus.

[0013] Secondly, this application also provides a vehicle including a taillight control device as described in any of the first aspects.

[0014] This application provides an automotive taillight control device and an automobile. A voltage conversion module steps down a 48V high voltage (first voltage) to a 7V low voltage (second voltage), solving the voltage compatibility problem of traditional 12V systems in new energy high-voltage platforms. Simultaneously, the integrated power management unit and constant current drive function of the drive control module ensure stable operation of the light-emitting unit. A drive control chip with fault diagnosis is used to detect open / short circuit faults in the light-emitting element in real time. Relying on a communication module supporting the CAN communication standard, fault information is fed back to the vehicle control system in differential signal form, achieving a rapid end-to-end response from fault occurrence to instrument warning. This eliminates the power loss caused by voltage mismatch in traditional 12V systems and the risk of misjudgment of driving signals due to delays in manual inspection.

[0015] This application has the following advantages: 1) In terms of electrical compatibility, the wide-voltage input voltage conversion module design can adapt to the 48V new energy platform; 2) In terms of safety performance, the integrated fault diagnosis module can monitor the open circuit / short circuit, chip overheating and other faults of the light-emitting element in real time, and realize fault feedback through the CAN bus, which improves the response speed compared with the traditional solution; 3) In terms of system scalability, the adoption of a second chip and modular design can not only meet the needs of independent control of a single light-emitting element, but also seamlessly connect with the vehicle electronic architecture through the standard CAN protocol, significantly reducing system complexity and maintenance costs. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a structural block diagram of an automobile taillight control device provided in some embodiments of this application; Figure 2 This is a circuit diagram of a voltage conversion module provided in some embodiments of this application; Figure 3 This is a circuit diagram of a drive control module provided in some embodiments of this application; Figure 4 This is a circuit diagram of a communication module provided in some embodiments of this application.

[0018] Explanation of reference numerals in the attached figures: 101-Voltage conversion module; 102-Drive control module; 103-Light-emitting unit; 104-Communication module; 1011 - Input filter circuit; 1012 - First chip; 1013 - Inductor; 1014 - Output filter capacitor; 1021 - Second chip; 1041 - Third chip; 1042 - Power supply filter capacitor. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0021] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0022] Traditional 12V automotive taillight systems have two major drawbacks in the high-voltage platform of new energy vehicles: First, the 12V low-voltage system is difficult to match the power supply requirements of the 48V high-voltage platform (the mainstream voltage standard for new energy vehicles), resulting in low power transmission efficiency and excessive wiring harness current load (the current increases by 4 times under the same power), which can easily cause cable overheating and energy loss. Second, existing systems generally lack integrated fault diagnosis modules. When the taillight has faults such as LED open circuit / short circuit, it is impossible to transmit fault codes to the instrument panel in real time through the efficient CAN bus, nor can it trigger active warnings. This forces the driver to manually check the taillight status, which can easily lead to rear-end collisions due to false display of fault lights (such as brake light failure) at night or on highways.

[0023] Based on this, this application provides a car taillight control device and a car with 48V power supply and integrated real-time fault diagnosis function, aiming to solve the problems of traditional 12V taillight systems being unable to adapt to new energy high-voltage platforms and the lack of a rapid fault feedback mechanism, which leads to driving safety hazards. Specifically, it achieves high-voltage compatibility and rapid (e.g., millisecond-level) fault diagnosis by integrating a voltage conversion module with a drive control module that supports CAN communication, enabling the driver to obtain the taillight status in real time through the instrument panel, thereby improving driving safety.

[0024] On the one hand, this embodiment provides a vehicle taillight control device, such as... Figure 1 As shown, it includes a voltage conversion module 101, a drive control module 102, a light-emitting unit 103, and a communication module 104.

[0025] For example, a first voltage is input to a voltage conversion module 101, which steps it down to a second voltage and outputs it to a drive control module 102. The drive control module 102 provides constant current drive for the light-emitting diodes of the light-emitting unit 103, and its integrated power management unit provides operating voltage support for the communication module 104. The light-emitting unit 103 includes several independently controllable light-emitting elements, which are driven and controlled by the drive control module 102. The communication module 104 is connected to the drive control module 102. When a light-emitting element malfunctions, the drive control module 102 detects the fault diagnosis information and transmits it to the communication module 104. The communication module 104 converts the fault diagnosis information of the light-emitting element into a differential signal and then feeds it back to the vehicle body control system, thereby realizing the overall control and fault feedback function of the vehicle taillight.

[0026] Optionally, the first voltage can be a 48V high-voltage power input, and the second voltage can be a 7V low-voltage output. The voltage conversion module 101 performs a step-down conversion from the first voltage to the second voltage. The input voltage range of the voltage conversion module 101 is 36V to 80V.

[0027] Understandable. Figure 1 The voltage conversion module 101 shown realizes the step-down conversion from the first voltage to the second voltage, which can be adapted to new energy high-voltage platforms, solves the voltage compatibility problem of traditional 12V systems, and reduces wiring harness current load and energy loss. The drive control module 102 integrates a power management unit and provides constant current drive to ensure the stable operation of the light-emitting unit 103. The communication module 104 converts the fault diagnosis information of the light-emitting element into a differential signal and feeds it back to the vehicle body control system to achieve rapid fault response. Compared with traditional systems, it improves response speed and eliminates driving safety hazards caused by false fault light display. At the same time, the modular design enhances the system scalability. The modules work together to meet the independent control requirements of individual LEDs and can be seamlessly connected with the vehicle electronic architecture through standard communication protocols, significantly reducing system complexity and maintenance costs, and improving the overall reliability, safety and maintainability of the automotive taillight system.

[0028] In some of these embodiments, such as Figure 2 As shown, the voltage conversion module 101 includes an input filter circuit 1011, a first chip 1012, an inductor 1013, and an output filter capacitor 1014. The input filter circuit 1011 is configured to filter out high-frequency noise from the input power supply. The first chip 1012 and the inductor 1013 form a switching buck topology to reduce the input first voltage to a second voltage. The output filter capacitor 1014 is configured to stabilize the output voltage.

[0029] Specifically, the input filter circuit 1011 includes multiple capacitors near the input power supply (VIN-BUCK). These capacitors filter out high-frequency noise from the input power supply, ensuring a cleaner voltage signal input to subsequent circuits. Pins VIN1 and VIN6 of the first chip (U4) 1012 are used to connect to the first voltage. Pin SW1 connects to the inductor 1013, which internally functions as a power switch and freewheeling diode. Pins EN / UVLO are used for enable and undervoltage lockout control. Pin FB provides feedback on the output voltage to adjust the buck ratio. Pins VCC and VDDA provide operating power to the internal circuitry. Pins AGND and PGND1-PGND4 are ground pins to ensure electrical stability. The first chip (U4) 1012 has built-in overcurrent and thermal protection. The output filter capacitor 1014 includes multiple capacitors near the output terminal (VOUT-BUCK) to stabilize the output voltage, making the second output voltage smoother and more stable.

[0030] In some of these embodiments, such as Figure 3 As shown, the drive control module 102 includes a second chip (U2) 1021. The second chip (U2) 1021 provides constant current drive to the light-emitting element through multiple drive channels. The second chip (U2) 1021 integrates a fault detection circuit, which is configured to output fault diagnosis information of the light-emitting element to the communication module 104 when a fault is detected in the light-emitting element.

[0031] Specifically, the second chip (U2) 1021 is the core component of the drive control module 102. The second chip (U2) 1021 is connected to the voltage conversion module 101, obtaining inputs such as the operating voltage from it. It linearly adjusts the current to provide a constant current value to the light-emitting unit 103, with an accuracy within 5%. The second chip (U2) 1021 internally integrates an LDO (low dropout linear regulator) circuit, which can output 5.0V_VLDO (5V power supply) to power the communication module 104. It internally integrates a UART (Universal Asynchronous Receiver / Transmitter) based circuit. Figure 3 The FlexWire interface (a customized digital communication interface based on the UART protocol optimized by pins RX (pin 1) and TX (pin 4) in the communication module 104 converts the signals into CAN differential signals. These signals can be transmitted via pins RX (pin 1) and TX (pin 4) to the communication module 104, enabling long-distance communication to meet the practical needs of automotive taillights. Simultaneously, the second chip (U2) 1021 supports fault diagnosis for LED open circuits, LED short circuits, and undervoltage detection, which can be promptly fed back to the vehicle control system via the communication module 104.

[0032] The second chip (U2) 1021 has the following pins: OUTA0 (pin 34), OUTA1 (pin 33), OUTA2 (pin 32), OUTB0 (pin 31), OUTB1 (pin 30), OUTB2 (pin 29), OUTC0 (pin 28), OUTC1 (pin 27), OUTC2 (pin 26), OUTD0 (pin 25), OUTD1 (pin 24), OUTD2 (pin 23), OUTE0 (pin 22), OUTE1 (pin 21), OUTE2 (pin 20), and OUTF0 (…). Multiple driving channels, including pin 19, OUTF1 (pin 18), OUTF2 (pin 17), OUTG0 (pin 16), OUTG1 (pin 15), OUTG2 (pin 14), OUTH0 (pin 13), OUTH2 (pin 12), and OUTH1 (pin 11), correspond to different light-emitting elements (such as LED1+, LED2+, etc.). These driving channels provide constant current drive to the light-emitting elements of the light-emitting unit 103, realizing the transmission of driving signals from the second chip (U2) 1021 to the light-emitting elements. The second chip 1021 realizes the effective driving of the light-emitting unit 103 and the fault detection function, ensuring the normal operation of the automotive taillight. Furthermore, through the connection with the voltage conversion module 101 and the communication module 104, it realizes the functions of voltage supply and signal transmission, meeting the overall requirements of the automotive taillight system.

[0033] In some embodiments, the light-emitting unit 103 is connected to the driving control module 102. The light-emitting unit 103 is designed with high efficiency and compact light-emitting elements, which can realize illumination warnings for different functions. Each light-emitting element can be individually controlled by the driving control module 102. Specifically, the light-emitting unit 103 includes a substrate, a plurality of light-emitting diode modules disposed on the substrate, and an optical guiding structure. The light-emitting diode modules are arranged in an array on the surface of the substrate, and the spacing between adjacent modules is not greater than a preset threshold. The optical guiding structure includes a light guide strip and a diffuser. The light guide strip extends along the length direction of the substrate and covers all the light-emitting diode modules, and the diffuser covers the outer surface of the light guide strip.

[0034] In some of these embodiments, such as Figure 4 As shown, the communication module 104 includes a third chip (U13) 1041 and a power supply filter capacitor 1042. The TXD pin of the third chip (U13) 1041 is connected to the drive control module 102 to receive fault diagnosis information. The CANH pin and CANL pin of the third chip (U13) 1041 are configured to communicate with the body control system via differential signals. The power supply filter capacitor 1042 is configured to stabilize the operating voltage of the third chip (U13) 1041.

[0035] Specifically, the third chip (U13) 1041 is the core component of the communication module 104. The TXD pin (pin 1) of the third chip (U13) 1041 is connected to the drive control module 102 (such as the TX pin of the second chip (U2) 1021) to receive fault diagnosis information from the drive control module 102. For example, when the light-emitting element of the light-emitting unit 103 malfunctions, the drive control module 102 transmits the fault diagnosis information to the third chip (U13) 1041 through this TX pin. The CANH pin (pin 7) and CANL pin (pin 6) of the third chip (U13) 1041 are configured for differential signal communication with the body control system to achieve long-distance, reliable data transmission, meeting the communication requirements between the automotive taillights and the body control system. The power supply filter capacitor 1042 includes capacitor C357 (10uF / 16V) and capacitor C358 (0.1uF / 16V). Capacitors C357 and C358 are connected between the VCC pin (pin 3) of the third chip (U13) 1041 and ground. The function of the power supply filter capacitor 1042 is to stabilize the operating voltage of the third chip (U13) 1041. For example, C357, as a large-capacity capacitor, is mainly used to filter out low-frequency noise and suppress low-frequency fluctuations in the power supply voltage; C358, as a small-capacity capacitor, is mainly used to filter out high-frequency noise, ensuring a stable and clean power supply for the third chip (U13) 1041, thereby guaranteeing the normal operation of the communication module 104. Through the coordinated work of the third chip (U13) 1041 and the power supply filter capacitor 1042, the communication function between the communication module 104, the drive control module 102, and the vehicle body control system is realized, ensuring information interaction and collaborative operation between the vehicle taillight system and the overall vehicle body system.

[0036] In summary, the automotive taillight device provided in this application stabilizes the 48V input voltage to 7V through a voltage conversion module 101, providing an efficient and reliable power input for the drive control module 102. It also supports a wide 80V input range and a 16A high-current output, and features overcurrent and thermal protection. The drive control module 102 integrates an LDO circuit, outputting 5V power to the communication module 104, and provides ±5% precision constant current drive to the light-emitting unit 103 through linear current regulation. Its internally integrated FlexWire interface, combined with the communication module 104, enables high-speed CAN differential communication. Fault diagnosis information (including open circuit, short circuit, and undervoltage status of the light-emitting element) can be fed back to the vehicle control system in real time. The light-emitting unit 103 adopts a high-efficiency, compact LED module layout, supporting independent control of each LED. This application, while compatible with the 48V automotive electrical architecture, achieves multiple technical advantages in fault detection, fast communication, and precise drive, improving driving safety and system reliability.

[0037] On the other hand, this embodiment provides a car including the taillight control device described above.

[0038] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0039] The above provides a detailed description of an automotive taillight control device and an automobile provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An automobile tail light control device characterized by comprising: include: A voltage conversion module (101) is configured to step down the input first voltage to a second voltage; The drive control module (102) is connected to the voltage conversion module (101), configured to provide constant current drive for the light-emitting diode, and integrates a power management unit; The light-emitting unit (103) is connected to the drive control module (102) and includes several independently controllable light-emitting elements; The communication module (104) is connected to the drive control module (102) and is configured to convert the fault diagnosis information detected by the drive control module (102) into a differential signal and feed it back to the body control system.

2. The automobile tail light control device according to claim 1, characterized by The voltage conversion module (101) includes an input filter circuit (1011), a first chip (1012), an inductor (1013), and an output filter capacitor (1014). The input filter circuit (1011) is configured to filter out high-frequency noise from the input power supply. The first chip (1012) and the inductor (1013) form a switching buck topology to reduce the first input voltage to the second voltage. The output filter capacitor (1014) is configured to stabilize the output voltage.

3. The automobile tail light control device according to claim 1, characterized by The drive control module (102) includes a second chip (1021), which provides constant current drive to the light-emitting element through multiple drive channels. The second chip (1021) integrates a fault detection circuit and is configured to output fault diagnosis information of the light-emitting element to the communication module (104) when a fault is detected in the light-emitting element.

4. The automotive taillight control device of claim 1, wherein The communication module (104) includes a third chip (1041) and a power filter capacitor (1042). The TXD pin of the third chip (1041) is connected to the drive control module (102) to receive the fault diagnosis information. The CANH pin and CANL pin of the third chip (1041) are configured to communicate with the body control system via differential signals. The power filter capacitor (1042) is configured to stabilize the operating voltage of the third chip (1041).

5. The automotive taillight control device of claim 1, wherein The light-emitting unit (103) includes a substrate, a plurality of light-emitting diode modules disposed on the substrate, and an optical guiding structure; wherein, the light-emitting diode modules are arranged in an array on the surface of the substrate, the optical guiding structure includes a light guide strip and a diffuser, the light guide strip extends along the length direction of the substrate and covers all the light-emitting diode modules, and the diffuser covers the outer surface of the light guide strip.

6. The automotive taillight control device of claim 1, wherein The first voltage is 48V, and the second voltage is 7V.

7. The automotive taillight control device of claim 1, wherein The input voltage range of the voltage conversion module (101) is 36V to 80V.

8. The automotive taillight control device of claim 1, wherein The power management unit built into the drive control module (102) provides a 5V operating voltage to the communication module (104).

9. The automotive taillight control device of claim 1, wherein The drive control module (102) interacts with the communication module (104) via a serial interface to perform real-time diagnosis of the light-emitting element, and transmits the diagnostic information to the vehicle body control system via a bus.

10. An automobile characterized by comprising: The automobile tail lamp control device according to any one of claims 1 to 9.

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