Vehicle-mounted output circuit and system driving device based on multi-switch tube cooperative control

Abstract

The utility model belongs to the field of automobile electronic vehicle control technology especially relates to a kind of vehicle-mounted output circuit and system driving device based on multiple switch pipe cooperation control, comprising: power switch circuit includes first switch tube, the first end of first switch tube is connected with power input terminal, the second end of first switch tube is connected with execution output terminal;Drive control circuit includes second switch tube, the first end of second switch tube is connected with the third end of first switch tube, the second end of second switch tube is grounded, and the third end of second switch tube is connected with signal control end;Second switch tube is configured as according to the signal of signal control end, control first switch tube conduction or cut-off, to control the output state of execution output terminal further.This circuit realizes the effective control to execution mechanism by the cooperation of first switch tube and second switch tube, can quickly switch the output state of execution output terminal according to the signal of signal control end, satisfies the demand of real-time control of execution mechanism to vehicle.

Description

Technical Field

[0001] This utility model relates to the field of automotive electronic vehicle control technology, and in particular to a vehicle output circuit and system drive device. Background Technology

[0002] As a critical active safety device, vehicle turn signals mainly consist of a control mechanism, a control unit, and an actuator. However, existing traditional turn signal control circuits often use a single switching element to control multiple outputs. This architecture has significant drawbacks: firstly, it is prone to signal crosstalk, leading to asynchronous turn signal flashing or even false triggering, reducing the accuracy of signal transmission; secondly, some circuit components lack sufficient temperature resistance and aging resistance, making them prone to premature failure under the high temperatures and vibrations of an in-vehicle environment, severely impacting the system's lifespan. Therefore, there is an urgent need for an in-vehicle output circuit that can achieve independent and precise control of multiple channels, has strong anti-interference capabilities, and operates stably.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Utility Model Content

[0004] In view of at least one of the above technical problems, the present invention provides an on-board output circuit and system drive device based on multi-switch coordinated control.

[0005] Firstly, an on-board output circuit based on multi-switch coordinated control is provided, the on-board output circuit comprising: A power switching circuit includes a first switching transistor, with a first terminal of the first switching transistor connected to a power input terminal and a second terminal of the first switching transistor connected to an execution output terminal. The drive control circuit includes a second switching transistor, the first terminal of which is connected to the third terminal of a first switching transistor, the second terminal of which is grounded, and the third terminal of which is connected to a signal control terminal. The second switch is configured to control the first switch to be turned on or off according to the signal from the signal control terminal, thereby controlling the output state of the execution output terminal.

[0006] This circuit has a simple structure. It achieves effective control of the actuator through the cooperation of the first and second switching transistors. It can quickly switch the output state of the execution output terminal according to the signal of the signal control terminal, so as to meet the vehicle's real-time control needs for the actuator. At the same time, the circuit has fewer components, which reduces production costs and the probability of circuit failure, and improves the reliability of the circuit.

[0007] In some possible implementations, the first switching transistor is a P-type switching transistor, with its source connected to the power input terminal, its drain connected to the execution output terminal, and its gate connected to the first terminal of the second switching transistor.

[0008] In some possible implementations, the first switching transistor is one of a P-type field-effect transistor, a P-type bipolar transistor, or a P-type thyristor.

[0009] In some possible implementations, the second switch is an N-type switch, the drain of the second switch is connected to the third terminal of the first switch, the source of the second switch is grounded, and the gate of the second switch is connected to the signal control terminal.

[0010] In some possible implementations, the second switching transistor is one of an N-type field-effect transistor, an N-type bipolar transistor, or an N-type thyristor.

[0011] In some possible implementations, the output circuit includes a first voltage regulation and protection circuit; the first voltage regulation and protection circuit includes a first Zener diode, the cathode of the first Zener diode is connected to the signal control terminal, and the anode of the first Zener diode is connected to the third terminal of the second switching transistor.

[0012] In some possible implementations, the output circuit includes a second voltage regulation and protection circuit; the second voltage regulation and protection circuit includes a second Zener diode, the cathode of which is connected to the third terminal of the second switching transistor, and the anode of which is connected to the second terminal of the second switching transistor.

[0013] Secondly, a system drive device is provided, the device comprising: Control unit; At least one implementing agency; At least one vehicle-mounted output circuit based on multi-switch coordinated control, the vehicle-mounted output circuit being connected to the control unit and the actuator respectively; The control unit is configured to respond to the driver's operation and output corresponding operation signals; the on-board output circuit is configured to control the actuator to operate according to the operation signals.

[0014] In some possible implementations, the on-board output circuit corresponds one-to-one with the actuator.

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments. Attached Figure Description

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

[0017] Figure 1 A schematic diagram of the system drive device provided in the embodiment of this utility model; Figure 2 A schematic diagram of the vehicle output circuit provided for an embodiment of this utility model; Figure 3 A circuit diagram of the vehicle output circuit provided for an embodiment of this utility model; In the diagram: 100, control unit; 200. Vehicle output circuit; 210. Power switching circuit; 220. Drive control circuit; 230. First voltage regulation and protection circuit; 240. Second voltage regulation and protection circuit; 300. Implementing agency. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a full understanding of this utility model. However, this utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.

[0019] Figure 1 A schematic diagram of the system drive device provided in an embodiment of this utility model.

[0020] like Figure 1 As shown, this embodiment provides a system drive device, which includes: a control unit 100, an actuator 300, and an on-board output circuit 200.

[0021] The control unit 100 is configured to respond to the driver's operation and output corresponding operation signals. The control unit 100 is the core control part of the device and can use electronic components with data processing and signal output functions, such as microcontrollers and microprocessors, to output corresponding operation signals to the vehicle output circuit 200 according to the driver's operation.

[0022] It is understandable that the driver's actions may include, but are not limited to, steering wheel combination switches, steering wheel buttons, center console button switches, air conditioning control system, multimedia player, etc.

[0023] The vehicle output circuit 200 is configured to control the actuator 300 to operate according to the operation signal. The actuator 300 is a component that implements specific functions of the vehicle, such as headlights, windshield wipers, window lift motors, door lock drive mechanisms, etc., and its operating state is controlled by the vehicle output circuit 200. The vehicle output circuit 200 is connected to both the control unit 100 and the actuator 300, receiving the operation signal output by the control unit 100 at one end and controlling the operation of the actuator 300 at the other end.

[0024] Taking the turn signal as an example, when the driver activates the left turn signal stalk, the control unit 100 receives the signal corresponding to this operation. After internal data processing, it sends a corresponding operation signal to the vehicle output circuit 200. Upon receiving this operation signal, the vehicle output circuit 200 controls the left turn signal to activate, and the left turn signal turns on. When the driver does not need the left turn signal, the left turn signal stalk will reset, and the control unit 100 will not receive any specific operation. Consequently, the vehicle output circuit 200 enters a low-power standby state, and the left turn signal remains inactive and turns off.

[0025] The working process of other actuators 300 is similar. They all receive operation signals through the control unit 100 and the vehicle output circuit 200 controls the actuator 300 to achieve the corresponding functions, which will not be described again here.

[0026] In some embodiments, the vehicle output circuit 200 corresponds one-to-one with the actuator 300.

[0027] Understandably, each actuator 300 on the vehicle, such as the left front headlight, right front headlight, left rear taillight, right rear taillight, front wiper motor, rear wiper motor, left front window motor, and right front window motor, is equipped with an independent on-board output circuit 200. Each on-board output circuit 200 is connected to the control unit 100, receiving operation signals from the control unit 100 for the corresponding actuator 300. Furthermore, each on-board output circuit 200 only controls the action of its corresponding actuator 300, and there is no interference between them.

[0028] When the driver needs to control a specific actuator 300, a corresponding operation will be performed. For example, taking the window system as an example, after receiving the operation signal, the control unit 100 processes it and sends an operation signal to the on-board output circuit 200 corresponding to the left front window motor to raise the left front window. Upon receiving the signal, the specific on-board output circuit 200 controls the left front window motor to operate, raising the left front window. At this time, other actuators 300, such as the right front window and headlights, do not receive operation signals from the control unit 100 and remain in standby mode; their corresponding actuators 300 do not operate. When the driver needs to stop the left front window from rising, they release the button, the control unit 100 stops sending operation signals, the corresponding on-board output circuit 200 is cut off, and the left front window motor stops working. For the control of other actuators 300, such as controlling the right front headlight to turn on, the control unit 100 will send a signal to the vehicle output circuit 200 corresponding to the right front headlight. The vehicle output circuit 200 controls the right front headlight to work, and the other actuators 300 are not affected.

[0029] The on-board output circuit 200 corresponds one-to-one with the actuator 300, enabling independent control of each actuator 300 and avoiding potential interference issues that might occur when multiple actuators 300 share a single on-board output circuit 200. When the on-board output circuit 200 corresponding to a particular actuator 300 malfunctions, only that actuator 300 is affected; other actuators 300 can still operate normally, improving the fault tolerance and reliability of the vehicle's functional system. Simultaneously, independent control facilitates individual monitoring and diagnosis of the operating status of each actuator 300. When an actuator 300 malfunctions, the corresponding on-board output circuit 200 can be quickly located, facilitating fault diagnosis and repair, and reducing maintenance difficulty and time costs. Furthermore, this one-to-one correspondence design makes circuit control more precise; the action control of each actuator 300 is unaffected by other actuators 300, improving the accuracy and stability of vehicle functional control.

[0030] The circuit structure of the vehicle output circuit 200 is explained in detail below.

[0031] Figure 2 The schematic diagram of the vehicle output circuit provided in the embodiment of this utility model is shown below. Figure 3 A circuit diagram of the vehicle output circuit provided for an embodiment of this utility model.

[0032] like Figure 2 and Figure 3 As shown, this embodiment provides an on-board output circuit 200 based on multi-switch collaborative control. The output circuit includes: a power switch circuit 210, a drive control circuit 220, a first voltage regulation protection circuit 230, and a second voltage regulation protection circuit 240.

[0033] The power switching circuit 210 includes a first switching transistor Q24. The first terminal of the first switching transistor Q24 is connected to the power input terminal VOUT+1, and the second terminal of the first switching transistor Q24 is connected to the execution output terminal VOUT7.

[0034] The first switching transistor Q24 has three terminals. The first terminal is connected to the power input terminal VOUT+1 to receive electrical energy from an external power source. The second terminal is connected to the execution output terminal VOUT7, which can be various actuators 300 on the vehicle, such as headlights or wiper motors. The third terminal is connected to the drive control circuit 220 to receive control signals from the drive control circuit 220.

[0035] The drive control circuit 220 includes a second switch Q25. The first terminal of the second switch Q25 is connected to the third terminal of the first switch Q24. The second terminal of the second switch Q25 is grounded, and the third terminal of the second switch Q25 is connected to the signal control terminal K7. The second switch Q25 is configured to control the first switch Q24 to be turned on or off according to the signal of the signal control terminal K7, thereby controlling the output state of the execution output terminal VOUT7.

[0036] The second switching transistor Q25 also has three connection terminals. The first terminal is connected to the third terminal of the first switching transistor Q24 to realize the transmission of control signals to the first switching transistor Q24; the second terminal is grounded to provide a current loop for the circuit; and the third terminal is connected to the signal control terminal K7, which can receive the operation signals sent by the control unit 100.

[0037] When the driver needs to control the actuator 300, a corresponding operation signal is sent to the third terminal of the second switch Q25 via the signal control terminal K7. The second switch Q25 responds to this operation signal and turns on, forming a circuit between its first and second terminals. Since the second terminal is grounded, the potential of the third terminal of the first switch Q24 is pulled low. When the potential of the third terminal of the first switch Q24 drops to a certain threshold, the first switch Q24 turns on, and the electrical energy at the power input terminal VOUT+1 is transferred to the execution output terminal VOUT7 through the first and second terminals of the first switch Q24, supplying power to the actuator 300, which then begins to operate.

[0038] Understandably, the control unit 100 will respond to different driver actions and output corresponding operation signals. For example, when the driver activates the turn signal stalk, the turn signal stalk mechanism sends a PWM signal of a specific frequency to the control unit 100. When the signal control terminal K7 is high, the actuator 300 operates. When the signal control terminal K7 is low, the actuator 300 does not operate.

[0039] For example, when the driver presses the button to control the air vent motor, the mechanism sends a PWM signal of a specific frequency to the control unit 100. When the signal control terminal K7 is high, the actuator 300 operates. When the signal control terminal K7 is low, the actuator 300 does not operate.

[0040] The vehicle output circuit 200 provided in this embodiment has a simple structure. Through the cooperation of the first switch Q24 and the second switch Q25, it realizes effective control of the actuator 300. It can quickly switch the output state of the execution output terminal VOUT7 according to the signal of the signal control terminal K7, so as to meet the vehicle's real-time control needs for the actuator 300. At the same time, the circuit has fewer components, which reduces production costs and the probability of circuit failure, and improves the reliability of the circuit.

[0041] like Figure 3 As shown, in some embodiments, the first switching transistor Q24 is a P-type switching transistor, the source of the first switching transistor Q24 is connected to the power input terminal VOUT+1, the drain of the first switching transistor Q24 is connected to the execution output terminal VOUT7, and the gate of the first switching transistor Q24 is connected to the first terminal of the second switching transistor Q25.

[0042] Understandably, the source of the first switching transistor Q24, as its first terminal, is connected to the power input terminal VOUT+1. The source is the main pin for receiving current from the first switching transistor Q24. The drain of the first switching transistor Q24, as its second terminal, is connected to the output terminal VOUT7. The drain is used to output current to the actuator 300. The gate of the first switching transistor Q24, as its third terminal, is connected to the first terminal of the second switching transistor Q25. The gate is the control pin of the first switching transistor Q24, and its conduction and cutoff are controlled by changing the gate potential. The characteristic of the first switching transistor Q24 is that it conducts when the gate potential is lower than the source potential by a certain value, and is cut off when it is higher. This characteristic enables it to stably control the on / off state of power in automotive circuits.

[0043] When the signal control terminal K7 is at a high potential, the second switch Q25 is turned on, and the drain potential of the second switch Q25 is pulled down to the ground potential. Since the source of the first switch Q24 is connected to the power input terminal VOUT+1, the gate potential of the first switch Q24 is much lower than the source potential, and the difference is lower than the conduction threshold of the first switch Q24. The first switch Q24 is turned on, and the power energy at the power input terminal VOUT+1 flows in through the source and out through the drain to the execution output terminal VOUT7. After the actuator 300 receives power, it starts to operate.

[0044] Thus, the first switching transistor Q24 has a low on-resistance when it is turned on, which can reduce power loss and improve the energy utilization efficiency of the circuit. At the same time, its stable switching characteristics also ensure the stability of the working state of the actuator 300 and reduce the risk of abnormal operation of the actuator 300 due to the performance of the switching transistor.

[0045] like Figure 3 As shown, in some embodiments, the first switching transistor Q24 is one of a P-type field-effect transistor, a P-type bipolar transistor, or a P-type thyristor.

[0046] In this embodiment, the first switching transistor Q24 is a P-type field-effect transistor.

[0047] like Figure 3 As shown, in some embodiments, the second switch Q25 is an N-type switch, the drain of the second switch Q25 is connected to the third terminal of the first switch Q24, the source of the second switch Q25 is grounded, and the gate of the second switch Q25 is connected to the signal control terminal K7.

[0048] Understandably, the drain of the second switch Q25 serves as the first terminal and is connected to the third terminal of the first switch Q24; the source of the second switch Q25 serves as the second terminal and is directly grounded, forming a current loop; the gate of the second switch Q25 serves as the third terminal and is connected to the signal control terminal K7 to receive the operation signal. The characteristic of the second switch Q25 is that it conducts when the gate potential is higher than the source potential by a certain value, and turns off when it is lower. This characteristic enables it to respond quickly to control signals and achieve effective control of the first switch Q24.

[0049] When signal control terminal K7 is at a high potential, because the source of the second switch Q25 is grounded, the gate potential of the second switch Q25 is higher than the source potential of the second switch Q25, and the difference is greater than the conduction threshold. Therefore, the second switch Q25 is turned on, forming a path between its drain and source. At this time, the potential of the third terminal of the first switch Q24, which is connected to the drain of the second switch Q25, is pulled low. When the potential of the third terminal of the first switch Q24 drops to the conduction threshold, the first switch Q24 is turned on, and the power input terminal VOUT+1 is transferred to the execution output terminal VOUT7, causing the actuator 300 to operate.

[0050] like Figure 3 As shown, in some embodiments, the second switch Q25 is one of an N-type field-effect transistor, an N-type bipolar transistor, or an N-type thyristor.

[0051] In this embodiment, the second switch Q25 is an N-type field-effect transistor.

[0052] like Figure 2 and Figure 3 As shown, in some embodiments, the output circuit includes a first voltage regulation and protection circuit 230; the first voltage regulation and protection circuit 230 includes a first voltage regulator ZD5, the cathode of the first voltage regulator ZD5 is connected to the signal control terminal K7, and the anode of the first voltage regulator ZD5 is connected to the third terminal of the second switching transistor Q25.

[0053] It is understandable that a Zener diode has reverse breakdown characteristics. When the reverse voltage reaches its regulated voltage value, the Zener diode breaks down and conducts, maintaining the voltage across its terminals near the regulated value. This limits the voltage at a certain point in the circuit, thus protecting the circuit components. In this circuit, the first Zener diode ZD5 is used to stabilize the voltage between the signal control terminal K7 and the third terminal of the second switching transistor Q25, preventing excessive voltage from damaging the second switching transistor Q25.

[0054] Specifically, the voltage regulation value of the first Zener diode ZD5 is 12V.

[0055] Under normal operating conditions, the control signal voltage output from signal control terminal K7 is within the normal range. The reverse voltage across the first Zener diode ZD5 does not reach its regulated value, and the Zener diode is in the off state, not affecting the normal operation of the drive control circuit 220. The second switch Q25 is normally turned on or off according to the control signal, thereby controlling the first switch Q24 and the execution output terminal VOUT7. If the voltage output from signal control terminal K7 rises abnormally due to external interference or circuit faults, when the reverse voltage across the first Zener diode ZD5 reaches its regulated value, the first Zener diode ZD5 breaks down and conducts, stabilizing the voltage between signal control terminal K7 and the third terminal of the second switch Q25 at the regulated value, preventing excessive voltage from being applied to the third terminal of the second switch Q25 and preventing damage to the second switch Q25 due to overvoltage. When the voltage at signal control terminal K7 returns to normal, the reverse voltage across the first Zener diode ZD5 is lower than the regulated value, the Zener diode returns to the off state, and the circuit continues to operate normally.

[0056] Thus, the addition of the first voltage regulation and protection circuit 230 effectively improves the anti-interference capability and reliability of the vehicle output circuit 200, prevents abnormal voltage rise at the signal control terminal K7 from damaging the second switching transistor Q25, avoids the entire output circuit from failing to work properly due to a fault in the second switching transistor Q25, and ensures the stable operation of the actuator 300.

[0057] like Figure 2 and Figure 3 As shown, in some embodiments, the output circuit includes a second voltage regulation and protection circuit 240; the second voltage regulation and protection circuit 240 includes a second Zener diode ZD6, the cathode of the second Zener diode ZD6 is connected to the third terminal of the second switching transistor Q25, and the anode of the second Zener diode ZD6 is connected to the second terminal of the second switching transistor Q25.

[0058] Understandably, the second Zener diode ZD6 also operates using reverse breakdown characteristics. It is mainly used to stabilize the voltage between the third terminal of the second switch Q25 and the ground terminal, preventing the second switch Q25 from being damaged due to excessive voltage between the gate and source. At the same time, it can also suppress voltage fluctuations in the circuit and protect the second switch Q25.

[0059] Specifically, the voltage regulation value of the second Zener diode ZD6 is 18V.

[0060] During normal operation, the voltage at the third terminal of the second switch Q25 is within the normal control range. The reverse voltage across the second Zener diode ZD6 is lower than its regulated voltage, so the Zener diode is cut off and does not affect the normal operation of the second switch Q25. The second switch Q25 is turned on or off normally according to the signal control terminal K7, controlling the first switch Q24 and the output terminal VOUT7. When voltage fluctuations or faults occur in the circuit, causing an abnormal increase in the voltage at the third terminal of the second switch Q25, the reverse voltage across the second Zener diode ZD6 reaches its regulated voltage, causing the Zener diode to break down and conduct, stabilizing the voltage between the third terminal of the second switch Q25 and the ground terminal at the regulated voltage value. This prevents excessive voltage between the control terminal and the ground terminal of the second switch Q25 and avoids damage to the second switch Q25. When the voltage returns to normal, the voltage across the second Zener diode ZD6 is lower than the regulated voltage value, returning to the cutoff state, and the circuit operates normally.

[0061] The inclusion of the second voltage regulation and protection circuit 240 further enhances the safety and stability of the vehicle output circuit 200. It effectively protects the second switching transistor Q25 from abnormal voltage fluctuations, extends its lifespan, and reduces the probability of circuit failure.

[0062] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0063] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0064] The terms "coupled," "connected," or "connected" in the instruction manual include both direct and indirect connections. An indirect connection is a connection made through an intermediate medium, such as a connection made through an electrically conductive medium, which may have parasitic inductance or capacitance. An indirect connection may also include connections made through other active or passive devices to achieve the same or similar functional purpose, such as connections made through circuits or components such as switches or follower circuits.

[0065] In the detailed description of this specification, reference is made to the accompanying drawings, which form a part thereof, wherein like reference numerals always denote like parts, and wherein exemplary embodiments are shown by way of example that may be implemented. It should be understood that other embodiments may be utilized, and structural or logical changes may be made, without departing from the scope of this invention. Therefore, the following detailed description should not be considered limiting.

[0066] The various operations in the specification may be described sequentially as multiple discrete actions or operations in a manner most conducive to understanding the claimed subject matter. However, the order of description should not be construed as implying that these operations must be sequentially related. Specifically, these operations may not be performed in the order presented. The described operations may be performed in a different order than in the described embodiments. Various additional operations may be performed in additional embodiments and / or the described operations may be omitted.

[0067] Various components and devices may be referred to or shown in the singular (e.g., “MOS transistor”, “transistor”, “switch”, etc.) in this document, but this is only for the convenience of discussion, and any element referred to in the singular may include multiple such elements as taught herein.

[0068] The above are merely preferred embodiments of this utility model and are not intended to limit the utility model in any way. Any person skilled in the art can make many possible variations and modifications to the technical solution of this utility model using the disclosed methods and techniques, or modify it into equivalent embodiments with equivalent changes, without departing from the scope of the technical solution of this utility model. Therefore, all equivalent changes made based on the shape, structure, and principle of this utility model without departing from its technical solution should be covered within the protection scope of this utility model.

Claims

1. A vehicle-mounted output circuit based on multi-switch transistor cooperative control, characterized in that, The vehicle-mounted output circuit includes: A power switching circuit, the power switching circuit including a first switching transistor, a first terminal of the first switching transistor being connected to a power input terminal, and a second terminal of the first switching transistor being connected to an execution output terminal; A drive control circuit, the drive control circuit including a second switching transistor, the first terminal of the second switching transistor being connected to the third terminal of the first switching transistor, the second terminal of the second switching transistor being grounded, and the third terminal of the second switching transistor being connected to a signal control terminal; The second switch is configured to control the first switch to be turned on or off according to the signal from the signal control terminal, thereby controlling the output state of the execution output terminal.

2. The vehicle output circuit based on multi-switch collaborative control according to claim 1, characterized in that, The first switching transistor is a P-type switching transistor. The source of the first switching transistor is connected to the power input terminal, the drain of the first switching transistor is connected to the execution output terminal, and the gate of the first switching transistor is connected to the first terminal of the second switching transistor.

3. The vehicle output circuit based on multi-switch coordinated control according to claim 2, characterized in that, The first switching transistor is either a P-type field-effect transistor or a P-type bipolar transistor.

4. The vehicle output circuit based on multi-switch collaborative control according to claim 1, characterized in that, The second switch is an N-type switch. The drain of the second switch is connected to the third terminal of the first switch. The source of the second switch is grounded. The gate of the second switch is connected to the signal control terminal.

5. The vehicle output circuit based on multi-switch collaborative control according to claim 4, characterized in that, The second switching transistor is one of an N-type field-effect transistor and an N-type bipolar transistor.

6. The vehicle output circuit based on multi-switch collaborative control according to claim 1, characterized in that, The output circuit includes a first voltage regulation and protection circuit; The first voltage regulation and protection circuit includes a first Zener diode, the cathode of which is connected to the signal control terminal, and the anode of which is connected to the third terminal of the second switching transistor.

7. The vehicle output circuit based on multi-switch collaborative control according to claim 1, characterized in that, The output circuit includes a second voltage regulation and protection circuit; The second voltage regulation and protection circuit includes a second Zener diode, the cathode of which is connected to the third terminal of the second switching transistor, and the anode of which is connected to the second terminal of the second switching transistor.

8. A system drive device, characterized in that, The device includes: Control unit; At least one implementing agency; At least one vehicle-mounted output circuit based on multi-switch collaborative control as described in any one of claims 1 to 7, wherein the vehicle-mounted output circuit is connected to the control unit and the actuator respectively; The control unit is configured to respond to the driver's operation and output a corresponding operation signal; the vehicle output circuit is configured to control the actuator to operate according to the operation signal.

9. The system drive device according to claim 8, characterized in that, The vehicle-mounted output circuit corresponds one-to-one with the actuator.

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