CN210573293U

CN210573293U - Circuit topological structure of EPBI electric control unit

Info

Publication number: CN210573293U
Application number: CN201921562453.8U
Authority: CN
Inventors: 张�杰; 郑航船; 孟宪策; 杨旭博
Original assignee: Zhejiang Asia Pacific Mechanical and Electronic Co Ltd
Current assignee: Zhejiang Asia Pacific Mechanical and Electronic Co Ltd
Priority date: 2019-09-19
Filing date: 2019-09-19
Publication date: 2020-05-19
Anticipated expiration: 2029-09-19

Abstract

The utility model discloses a circuit topological structure of EPBI electrical unit. Three wires are connected in parallel to one point for power supply, two independent voltage reduction modules IC1 and IC2 are adopted for power supply of the MCU, and a bridge circuit or an electromagnetic valve is forcibly turned off through double-circuit voltage redundant power supply formed by a network 5V _1 and a network 5V _ 2. The utility model discloses utilize this topological structure can support the development demand to EPBI the control unit hardware circuit design. The circuit topology structure designs a necessary hardware safety mechanism, and reduces the possibility of vehicle runaway and personal injury finally caused by random failure of hardware.

Description

Circuit topological structure of EPBI electric control unit

Technical Field

The utility model relates to a circuit topology structure of EPBI electronic control unit. The topology can be used for supporting the development of EPBI control unit hardware circuit design. The circuit topology structure designs a necessary hardware safety mechanism, and reduces the possibility of vehicle runaway and personal injury finally caused by random failure of hardware.

Background

The EPB control unit and the ESC control unit of a common passenger vehicle are two independent control modules, and the higher integration requirement is put forward on the electric control unit along with the restriction of the vehicle cost and the layout space. The EPBI control unit is integrated with the EPB control unit and the ESC control unit. Considering that the EPBI control unit controls the braking force condition of the whole vehicle, the failure of the EPBI control unit jeopardizes the personal safety, and along with the implementation of the ISO 26262 functional safety standard, the EPBI control unit requires the reduction of the probability of the occurrence of personal injury finally caused by the failure of the electric and electronic module. In the event of a runaway braking force of the vehicle, a relatively large proportion is occupied by the failure of the hardware circuit of the control unit. Therefore, EPBI controller circuit design only considers meeting the requirements from the function aspect and does not consider designing necessary hardware safety mechanisms, and products cannot pass the ISO 26262 function safety standard.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a circuit topological structure of EPBI electrical unit, this topological structure can support the development demand to EPBI control unit hardware circuit design. The circuit topology structure designs a necessary hardware safety mechanism, and reduces the possibility of vehicle runaway and personal injury finally caused by random failure of hardware.

The technical scheme of the utility model is realized like this:

the main control unit MCU, the voltage reduction module IC1, the voltage reduction module IC2, the voltage bootstrap module IC3, the voltage bootstrap module IC4, the electronic parking system special integrated chip EPB-ASIC1 and the vehicle body stability control system special integrated chip ESC-ASIC2 are connected with the storage battery V1 through a common three-wire parallel structure, the three-wire parallel structure comprises a first power supply branch, a second power supply branch and a third power supply branch which are connected in parallel, each power supply branch is composed of a fuse and a diode which are sequentially connected in series, one end of the three-wire parallel structure in parallel is connected to the anode of the storage battery V1, the other end of the three-wire parallel structure in parallel is used as a NODE1 point, the NODE1 point is respectively connected to the voltage reduction module IC1, the voltage reduction module IC2, the 1 end of the voltage bootstrap IC3, the 2 end of the voltage bootstrap module IC4, the 1 end of the electronic parking system special integrated chip EPB-ASIC1, the end of, Not gate circuit structure N1, terminal No. 1 of not gate circuit structure N2.

The No. 2 end of the voltage-reducing module IC1 is connected to the S end of the MOS tube Q1 and the No. 4 end of the NOT gate circuit structure N1 respectively, the No. 4 end of the NOT gate circuit structure N1 is further connected to a network 5V _1 connection point, the No. 2 end of the NOT gate circuit structure N1 is grounded, the No. 3 end of the NOT gate circuit structure N1 is connected to the B end of the triode B1, the E end of the triode B1 is grounded, the C end of the triode B1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the G end of the MOS tube Q1, and the other end of the resistor R1 is further connected to the PUMP1 end of the voltage bootstrapping module IC 85.

The No. 2 end of the voltage reduction module IC2 is connected to the S end of the MOS transistor Q2 and the No. 4 end of the NOT gate circuit structure N2 respectively, the No. 4 end of the NOT gate circuit structure N2 is further connected to a network 5V _2 connection point, the No. 2 end of the NOT gate circuit structure N2 is grounded, the No. 3 end of the NOT gate circuit structure N2 is connected to the B end of the triode B2, the E end of the triode B2 is grounded, the C end of the B2 is connected to one end of the resistor R3, the other end of the resistor R3 is connected to the G end of the MOS transistor Q2, and the other end of the resistor R3 is further connected to the PUMP2 end of the voltage bootstrapping module IC 4.

The D end of the MOS tube Q1 is connected with the D end of the MOS tube Q2 and then connected to the No. 1 end of the main control unit MCU, the main control unit MCU is respectively connected with the special integrated chip ESC-ASIC2 of the vehicle body stability control system and the special integrated chip EPB-ASIC1 of the electronic parking system through serial peripheral interfaces, and the No. 1, No. 2 and No. 3 ends of the main control unit MCU are all serial peripheral interfaces. The data interaction between the main control unit MCU and the special integrated chip EPB-ASIC1 for the electronic parking system is realized by the SPI protocol (serial peripheral interface 3), i.e. the connection between the end 3 of the main control unit MCU and the end 3 of the special integrated chip EPB-ASIC1 for the electronic parking system. The data interaction between the main control unit MCU and the special integrated chip ESC-ASIC2 of the vehicle body stability control system is realized by the SPI protocol (serial peripheral interface 2), i.e. the connection between the No. 2 end of the main control unit MCU and the No. 2 end of the ESC-ASIC 1.

The No. 3 end of the special integrated chip ESC-ASIC2 for the vehicle body stability control system is connected with one end of a resistor R5, and the other end of the resistor R5 is used as a NODE3 point; NODE3 is connected to the G terminal of MOS transistor Q4, the G terminal of MOS transistor Q5 and the C terminal of transistor B3.

The S end of MOS pipe Q4 is connected to first power supply branch road, MOS pipe Q4 'S D end is connected with MOS pipe Q5' S D end, MOS pipe Q5 'S S end is connected with the end 1 of solenoid valve, MOS pipe Q6' S D end is connected to the end 2 of solenoid valve, MOS pipe Q6 'S S end ground connection, MOS pipe Q6' S G end is connected to the GPIO7 end of main control unit MCU.

The E end of triode B3 is grounded, and B end and double-circuit power supply structure of triode B3 are connected to the GPIO9 end of main control unit MCU and the GPIO8 end of self after linking to each other, and the double-circuit power supply structure specifically is: the resistor R7 and the resistor R6 are connected in parallel, one end of the parallel connection is connected with a GPIO9 end and a GPIO8 end of the main control unit MCU, the other end of the parallel connection of the resistor R7 and the resistor R6 is connected to serve as a NODE4 point, the NODE4 point is respectively connected to one ends of the diode D4 and the diode D5, and the other ends of the diode D4 and the diode D5 are respectively connected with a network 5V _1 connection point and a network 5V _2 connection point.

The PUMP4 end of the ESC-ASIC2 special integrated chip for the vehicle body stabilization control system is connected to the G end of the MOS tube Q3, the D end of the MOS tube Q3 is connected to the second power supply branch, and the S end of the MOS tube Q3 is connected with the ESC motor and then grounded.

The GPIO1 end of the main control unit MCU is connected with the B end of a triode B4, the GPIO2 end of the main control unit MCU is connected with the B end of a triode B5, the E ends of triodes B4 and B5 are both connected to the ground, the C end of the triode B4 is connected to the C end of a triode B5 through resistors R14, R15, R16 and R13 in sequence, the B end of a triode B6 is connected between a resistor R14 and a resistor R15, the C end of a triode B6 is connected to the G end of an MOS tube Q7 through a resistor R12, the E end of the triode B6 is connected with the E end of the triode B6 and then led out to be used as a NODE6 point, the NODE6 point is connected between the resistor R6 and the resistor R6, and the NODE6 point is also connected to the PUMP 6 end of an electronic system parking integrated chip EPB; the B end of the triode B7 is connected between the resistor R13 and the resistor R16, the C end of the triode B7 is connected to the G end of the MOS tube Q8 through the resistor R11, the S end of the MOS tube Q8 is connected with the S end of the MOS tube Q9 and then connected to the first power supply branch, the D end of the MOS tube Q8 is connected with the D end of the MOS tube Q7, and the S end of the MOS tube Q7 is connected to the second power supply branch.

The D end of the MOS tube Q9 is connected with the D end of the MOS tube Q10, the G ends of the MOS tube Q9 and the MOS tube Q10 are connected and then led out to serve as a NODE DE6, the NODE DE6 is connected to the PUMP3 end of an EPB-ASIC1 special integrated chip of the electronic parking system through a resistor R8, the NODE DE6 is further connected to the C end of a triode B8, the E end of a triode B8 is grounded, and the B end of the triode B8 is connected with the GPIO3 end and the GPIO4 end of a main control unit MCU.

Triode B8's B end still connects the double-circuit power supply structure, and the double-circuit power supply structure specifically is: the resistor R10 and the resistor R9 are connected in parallel, one end of the parallel connection is connected to the end B of the triode B8, the other end of the parallel connection is connected to one end of the diode D6 and one end of the diode D7 respectively, and the other ends of the diode D6 and the diode D7 are connected to the connection point of the network 5V _1 and the connection point of the network 5V _2 respectively; all network 5V _1 connection points are connected together and all network 5V _2 connection points are connected together.

The S end of the MOS tube Q10 is connected to the GPIO6 end of the special integrated chip EPB-ASIC1 for the electronic parking system through a bridge circuit 1, and is connected to the GPIO5 end of the special integrated chip EPB-ASIC1 for the electronic parking system through a bridge circuit 2, the bridge circuit 1 is connected with a motor M1, and the bridge circuit 2 is connected with a motor M2. The bridge circuit 1 module includes 4N-type MOS transistors inside for driving the EPB left motor M1. The bridge circuit 2 module contains 4N-type MOS transistors for driving the EPB right motor M2.

The first power supply branch, the second power supply branch and the third power supply branch of the three-wire parallel structure are respectively used as an electromagnetic valve power supply branch, a motor power supply branch and an ignition power supply branch, the electromagnetic valve power supply branch is specifically connected to a NODE1 point from the positive electrode of a storage battery V1 through a fuse F1 and a diode D1 in sequence, the S ends of MOS tubes Q8 and Q9 and the S end of an MOS tube Q4 are connected between a fuse F1 and a diode D1, the motor power supply branch is specifically connected to a NODE1 point from the positive electrode of the storage battery V1 through a fuse F2 and a diode D2 in sequence, the S end of the MOS tube Q7 and the D end of the MOS tube Q3 are connected between a fuse F2 and a diode D2, and the ignition power supply branch is specifically connected to a NODE1 point from the positive electrode of the storage battery V84 through a fuse F3.

MOS tubes Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9 and Q10 are all enhanced NMOS tubes, triodes B1, B2, B3, B4, B5 and B8 are all NPN type triodes, and B6 and B7 are PNP type triodes.

The model of the main control unit MCU is MPC5744PFMLQ9 of NXP, the models of a voltage reduction module IC1 and a voltage reduction module IC2 are 7085, the models of a voltage bootstrap module IC3 and a voltage bootstrap module IC4 are LM5101B of TI, the model of an electronic parking system special integrated chip EPB-ASIC1 is L9369 of ST, the model of a vehicle body stability control system special integrated chip ESC-ASIC2 is SC900719DAF of NXP, and the models of a NOT gate circuit structure N1 and a NOT gate circuit structure N2 are 74HC 14D.

The No. 1 ends of the IC1 and the IC2 are input ends, the No. 2 ends of the IC1 and the IC2 are output ends, the No. 1 end of the IC3 is an input end, the PUMP1 end is an output end, the No. 2 end of the IC4 is an input end, the PUMP2 end is an output end, and the No. 1, 2, 3 and 4 ends of the N1 and the N2 are respectively a power supply end, a grounding end, an output end and an input end; a Charge PUMP4 module is integrated in ESC-ASIC2, the end 1 of ESC-ASIC2 is an input end, the end PUMP4 of ESC-ASIC2 is the output end of the Charge PUMP4 module, the end EPB-ASIC1 is integrated with a Charge PUMP3 module, the end 1 of EPB-ASIC1 is an input end, and the end PUMP3 of EPB-ASIC1 is the output end of the Charge PUMP3 module.

Each of the Charge pump1, the Charge pump2, the Charge pump3, and the Charge pump4 is a voltage bootstrap module, and can output an input voltage 2 times. The input voltage of the 4 modules is the vehicle-mounted storage battery voltage 12V. The modules of the Charge pump1 and the Charge pump2 are independent bootstrap ICs, and the modules of the Charge pump3 and the Charge pump4 are respectively integrated in the EPB-ASIC1 and the ESC-ASIC 2.

The voltage reduction modules IC1 and IC2 are power management modules, and reduce the voltage of the vehicle-mounted voltage by 12V and output 5V voltage through internal DC-DC voltage reduction conversion.

The battery V1 is a vehicle-mounted battery, the output rated voltage is 12V, the F1 is 40A, the F2 is 40A, and the F3 is 5A.

The utility model discloses an innovation part lies in:

1. three lines are connected in parallel to one point for power supply, and the three lines respectively supply power for the 1-electromagnetic valve, the 2-motor and the 3-ignition. The power supply method has the advantages that even if one line is broken, the power supply of the IC1 and the IC2 module is not affected, and therefore the normal operation of the MCU of the EPBI controller can be guaranteed.

And 2, the MCU is powered by two independent voltage reduction modules IC1 and IC2, so that the MCU cannot normally run when a single power supply module fails. If one path of power supply in the IC1 or the IC2 is short-circuited to the ground, the power supply can be cut off in time by adopting a NOT gate structure so as to prevent the short circuit from damaging the control unit.

3. When the EPBI controller is in a failure state, the power supply of the bridge circuit 1 and the bridge circuit 2 can be cut off no matter whether the MCU fails or not. Specifically, the method comprises the following steps: when the MCU is not failed, a high potential is output through the GPIO3 to forcibly turn off the MOS transistor Q9 and the MOS transistor Q10, thereby disconnecting the bridge circuit. When the MCU fails, the dual-circuit voltage redundant power supply formed by the network 5V _1 and the network 5V _2 can be forcibly turned off. Has the advantages that: and redundant power supply (namely a dual-path power supply structure) with dual-path voltage is adopted, so that even if one path of power supply fails, the other path of power supply does not influence the turn-off of the MOS tube Q10. The diode D6 and the diode D7 also function to prevent the short-circuit fault to ground from affecting the output of the other path.

4. Usually, the power supply of the bridge circuit 1 and the bridge circuit 2 in the EPBI controller adopts single-path power supply, and if the single-path power supply fails, the vehicle cannot move under the working condition that the power head calipers clamp the brake disc. In order to avoid the situation, the utility model discloses a double-circuit power supply hardware mechanism, normal system work bridge circuit 1, bridge circuit 2 module power supply adopt 1-solenoid valve power supply, just for single channel 1-solenoid valve power supply under this kind of state. When the 1-electromagnetic valve is disconnected and fails, the MCU loads the 2-motor power supply to the bridge circuit 1 and the bridge circuit 2, and the power head calipers can be operated (released) by controlling the bridge circuit 1 and the bridge circuit 2 with the power supply voltage.

5. When the EPBI controller is in a failure state, the power supply of the electromagnetic valve can be cut off no matter whether the MCU fails or not. The method comprises the following steps: the MCU drives the motor M3 and the electromagnetic valve by controlling the ESC-ASIC2, when the MCU is not failed, a high potential is output by the GPIO8 to forcibly turn off the MOS tube Q4 and the MOS tube Q5 so as to turn off the electromagnetic valve, and when the MCU fails, the electromagnetic valve is turned off by adopting double-circuit voltage redundant power supply formed by the network 5V _1 and the network 5V _ 2.

6. Current EPBI controller adopts the mode of solenoid valve and motor adoption independent power supply, the utility model discloses under the situation that wherein the power supply disconnection became invalid all the way, MCU passes through the PUMP3 end output high pressure of EPB-ASIC1 to supply power 2-motor loading to the solenoid valve power supply, make motor and solenoid valve can supply power simultaneously. Has the advantages that: when one of the paths is disconnected and fails, the ESC function in the EPBI controller can still be triggered, and the occurrence of personal injury accidents is reduced.

7. The utility model discloses still be provided with the redundant master switch of power supply safety, like Q5, Q10, if and only when the redundant master switch of power supply safety is opened, could be to solenoid valve or bridge circuit power supply, strengthened hardware circuit system's reliability.

To sum up, the utility model discloses an actively the effect is: the robustness of the EPBI control for random hardware failure is enhanced, the reliability of the functional safety of the product is improved, and the possibility of personal safety hazard caused by random hardware failure is reduced.

Drawings

Fig. 1 is a circuit topology of an EPBI electronic control unit.

Detailed Description

The invention will be further described with reference to fig. 1 and the following examples.

As shown in fig. 1, the MCU is powered by two independent buck modules IC1 and IC 2. The input voltage of the IC1 and the input voltage of the IC2 are supplied by a three-wire parallel connection point, and the three wires are respectively used for supplying power for a 1-electromagnetic valve, a 2-motor and a 3-ignition. The advantage of supplying power in this way is that when one or two of the fuses are blown, the voltage at NODE1 is still 11.3V (the forward conduction voltage of the diode is 0.7V). The power supply to the IC1 and the IC2 module is not influenced, the output of the IC1 and the IC2 is 5V, and the normal operation of the MCU of the EPBI controller can be ensured. The three diodes D1, D2 and D3 are designed to isolate the three-wire power supply and utilize the characteristic of unidirectional conductivity of the diodes. When the diode isolation design is lacked, a large current is generated due to the fact that one or two of power supply wires in the control unit are short-circuited to the ground, and therefore the battery is damaged.

As shown in fig. 1, the voltage reduction module IC1 and the IC2 redundantly output 5V to supply power to the MCU, so as to prevent the MCU from failing to operate normally when a single power supply module fails. Because the voltage drop of the parasitic diode of the MOS transistor is 0.7V, the voltage output to the MCU is 4.3V, which is not in accordance with the abnormal working voltage of the MCU. Therefore, two independent CHARGR PUMP modules IC3 and IC4 are adopted to output bootstrap voltage 24V (2 times of input voltage 12V) in design, and an MOS tube Q1 and an MOS tube Q2 can be completely opened, so that the on-resistance is in milliohm level, and the requirement that the MCU power supply voltage is 5V is ensured. In order to prevent the short circuit of one path of 5V power supply to the ground, the control unit is damaged. The design adopts a N1 and N2 two-NOT gate structure, for example, when the output of the IC1 is short-circuited to ground, the NOT gate IN outputs high potential (+12V), the triode B1 is opened, the C end of the B1 is low, because the resistance value of the R1 is far smaller than that of the R2, the G end of the Q1 is low voltage, at the moment, the MOS transistor Q1 is cut off, the power supply of the circuit is cut off, and at the moment, the short-circuit to ground does not affect the power supply of the other 5V. As well as a failed condition of IC 2.

There are two ways that the EPBI controller can adjust the brakes: one by controlling the power head caliper load and the other by controlling the solenoid valve load. Therefore, when the two controls fail, such as unexpected motion adjustment, personal injury is inevitably caused under certain operation conditions. How the two parts control the failure through the hardware security mechanism is explained separately below.

And in the power head caliper part, the MCU controls the EPB-ASIC1 to pre-drive the bridge circuit 1 and the bridge circuit 2 through a No. 3 SPI communication interface so as to control the motors M1 and M2. The MOS tube Q9 is used for preventing the power supply from being reversely connected with the EPBI control unit to damage the EPBI control unit due to overcurrent. The MOS transistor Q10 is a power supply safety redundancy main switch, and only when the MOS transistor Q10 is turned on, power supply can be loaded to the bridge circuit 1 and the bridge circuit 2. The turn-on of the MOS transistor Q10 is realized by the CHARGE PUMP3 module of the EPB-ASIC1 outputting a bootstrap voltage to the G terminals of the MOS transistor Q9 and the MOS transistor Q10. In order to ensure the safety of control, a feedback mechanism is adopted on hardware, namely, when the system operates normally, the GPIO3 (general purpose input/output port) outputs a low potential, so that the triode B8 is in a non-conductive state, and the magnitude of the CHARGE PUMP3 output voltage is not affected. The GPIO4 is set as an input port to verify whether the GPIO3 outputs a control potential.

When the EPBI controller is in a failure state, the safety state is to cut off the power supply of the bridge circuit 1 and the bridge circuit 2.

1. When the MCU does not fail, a high voltage can be output through GPIO3, so that the voltage at the C terminal of the transistor B8 is low, and the MOS transistors Q9 and Q10 are turned off forcibly. The MCU can verify whether the GPIO3 outputs high potential through the GPIO 4.

2. When the MCU fails, the voltage at the two positions of 5V _1 and 5V _2 can be loaded to the B end of the triode B8 through the diode D6 and the diode D7, so that the B8 is opened, the voltage of the NODE6 is low, and the MOS tube Q9 and the MOS tube Q10 are forcibly turned off. Due to the fact that double-path voltage redundant power supply is adopted in design, even if one path of power supply fails, the other path of power supply does not affect the 5V voltage output, and therefore the MOS tube Q10 is turned off. The diode D6 and the diode D7 function as voltage isolation to prevent one output from being affected when a short-circuit fault occurs to ground.

In general, the bridge circuit 1 and the bridge circuit 2 in the EPBI controller are powered by a single power supply. The one-way power supply is invalid, and under the working condition that the power head calipers clamp the brake disc, the vehicle cannot move. The situation is not avoided, as shown in fig. 1, a two-way power supply hardware mechanism is adopted in design, and a 1-electromagnetic valve is adopted for supplying power for the bridge circuit 1 and the bridge circuit 2 in normal system operation. At this time, GPIO1 and GPIO2 output low voltages. The transistor B4 and the transistor B5 are not turned on, and because the resistances of the resistor R15 and the resistor R16 are small compared with the open-circuit resistance of the transistor which is not turned on, the obtained voltage is small, and VEB of the transistor B6 is less than 0.7V, and similarly, VEB of the transistor B7 is less than 0.7V. This leaves transistor B6 and transistor B7 unopened. Therefore, even if the end PUMP3 of the EPB-ASIC1 has high-voltage output, the high-voltage output cannot be loaded on the G electrodes of the MOS tube Q7 and the MOS tube Q8 so as to open the two MOS tubes. Then the single-way 1-solenoid valve is powered in this state. When the 1-electromagnetic valve fails to supply power, the MCU controls the GPIO1 and the GPIO2 to output high potential, at the moment, the triode B4 and the triode B5 are opened, the C end of the triode B4 is low, and the C end of the triode B5 is low. At this time, the high-voltage output is provided at the PUMP3 end of the EPB-ASIC1, and the high-voltage output is loaded to the E end of the triode B6 and the C end of the triode B7, so that the MOS transistor Q7 and the MOS transistor Q8 are turned on, and the power supply of the 2-motor is loaded to the S end of the MOS transistor Q10, and the operation (release) of the power head caliper can be performed by controlling the bridge circuit 1 and the bridge circuit 2 due to the supply voltage.

And in the electromagnetic valve part, the MCU controls the ESC-ASIC2 to pre-drive an MOS tube Q3, an MOS tube Q4 and an MOS tube Q5 through a No. 2 SPI communication interface. To control the motor M3 and the solenoid valve. The MOS tube Q4 is used for preventing the power supply from being reversely connected with the EPBI control unit to damage the EPBI control unit due to overcurrent. MOS pipe Q5 is the redundant master switch of power supply safety, and only when MOS pipe Q5 was opened, the power supply could load the No. 1 end of solenoid valve, if MCU control GPIO output high potential, MOS pipe Q6 opened the solenoid valve could supply power the regulation. The turn-on of the MOS transistor Q10 is realized by outputting a bootstrap voltage to the G terminals of the MOS transistor Q4 and the MOS transistor Q5 through the CHARGE PUMP4 module of the ESC-ASIC 2. In order to ensure the safety of control, a feedback mechanism is adopted on hardware, namely, when the system operates normally, the GPIO8 (general purpose input/output port) outputs a low potential, so that the triode B3 is in a non-conductive state, and the magnitude of the CHARGE PUMP3 output voltage is not affected. The GPIO9 is set as an input port to verify whether the GPIO8 outputs a control potential.

When the EPBI controller is in a failure state, the safety state of the EPBI controller is that the electromagnetic valve is powered off.

1. When the MCU does not fail, a high voltage can be output through GPIO8, so that the voltage at the C terminal of the transistor B3 is low, and the MOS transistors Q4 and Q5 are turned off forcibly. The MCU can verify whether the GPIO8 outputs high potential through the GPIO 9.

2. When the MCU fails, the voltage at two positions, 5V _1 and 5V _2, is applied to the B terminal of the transistor B3 through the diode D4 and the diode D5, so as to turn on the B3, so that the voltage at the B terminal of the transistor B3 is low, and the MOS transistor Q4 and the MOS transistor Q5 are turned off forcibly. Due to the fact that double-path voltage redundant power supply is adopted in design, even if one path of power supply fails, the other path of power supply does not affect the 5V voltage output, and therefore the MOS tube Q10 is turned off. The diode D4 and the diode D5 function as voltage isolation to prevent one output from being affected when a short-circuit fault occurs to ground.

In general, the power supply of the solenoid valve in the EPBI controller adopts 1-solenoid valve power supply, and the power supply of the motor M3 adopts 2-motor power supply. The two modules are independently powered. However, if the ESC function in the EPBI controller is triggered, the motor M3 and the solenoid valve need to be operated simultaneously to adjust the function. Then when one of the paths is disconnected and fails, the accident of personal injury is necessary under the condition that the ESC function just needs to be triggered. For example, when the power supply of the 1-solenoid valve is disconnected and fails, under the condition, the MCU controls the GPIO1 and the GPIO2 to output high potentials, at this time, the transistor B4 and the transistor B5 are turned on, the terminal C of the transistor B4 is low, and the terminal C of the transistor B5 is low. At this time, the PUMP3 end of the EPB-ASIC1 has high voltage output, and the high voltage output is loaded to the E end of the triode B6 and the C end of the triode B7, so that the MOS transistor Q7 and the MOS transistor Q8 are opened, and thus, the 2-motor power supply can be loaded to the solenoid valve for power supply, and the motor and the solenoid valve can simultaneously supply power for adjusting the ESC function. In the same way, 2-the power supply of the motor is disconnected and fails.

The utility model discloses a circuit topology possesses necessary hardware safety mechanism, has reduced because of the random failure of hardware, leads to the vehicle out of control and finally leads to the possibility of personal injury.

Claims

1. A circuit topology structure of an EPBI electronic control unit is characterized in that: the main control unit MCU, the voltage reduction module IC1, the voltage reduction module IC2, the voltage bootstrap module IC3, the voltage bootstrap module IC4, the electronic parking system special integrated chip EPB-ASIC1 and the vehicle body stability control system special integrated chip ESC-ASIC2 are all connected with the storage battery V1 through a common three-wire parallel structure, the three-wire parallel structure comprises a first power supply branch, a second power supply branch and a third power supply branch which are connected in parallel, each power supply branch is composed of a fuse and a diode which are sequentially connected in series, one end of the three-wire parallel structure in parallel is connected to the anode of the storage battery V1, the other end of the three-wire parallel structure in parallel is used as a NODE1 point, the NODE1 point is respectively connected to the voltage reduction module IC1, the voltage reduction module IC2, the No. 1 end of the voltage bootstrap IC3, the No. 2 end of the IC4, the No. 1 end of the electronic parking system special integrated chip EPB-ASIC1, the vehicle body stability, Terminal No. 1 of the not gate circuit structure N2;

the No. 2 end of the voltage-reducing module IC1 is respectively connected with the S end of the MOS tube Q1 and the No. 4 end of the NOT gate circuit structure N1, the No. 4 end of the NOT gate circuit structure N1 is further connected with a network 5V _1 connection point, the No. 2 end of the NOT gate circuit structure N1 is grounded, the No. 3 end of the NOT gate circuit structure N1 is connected with the B end of the triode B1, the E end of the triode B1 is grounded, the C end of the triode B1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected with the G end of the MOS tube Q1, and the other end of the resistor R1 is further connected with the PUMP1 end of the voltage bootstrapping module IC 85;

the No. 2 end of the voltage reduction module IC2 is respectively connected with the S end of the MOS tube Q2 and the No. 4 end of the NOT gate circuit structure N2, the No. 4 end of the NOT gate circuit structure N2 is further connected with a network 5V _2 connection point, the No. 2 end of the NOT gate circuit structure N2 is grounded, the No. 3 end of the NOT gate circuit structure N2 is connected with the B end of the triode B2, the E end of the triode B2 is grounded, the C end of the B2 is connected to one end of the resistor R3, the other end of the resistor R3 is connected with the G end of the MOS tube Q2, and the other end of the resistor R3 is further connected with the PUMP2 end of the IC 4;

the D end of the MOS tube Q1 is connected with the D end of the MOS tube Q2 and then connected to the main control unit MCU, the main control unit MCU is respectively connected with the special integrated chip ESC-ASIC2 of the vehicle body stability control system and the special integrated chip EPB-ASIC1 of the electronic parking system through a serial peripheral interface, the No. 3 end of the special integrated chip ESC-ASIC2 of the vehicle body stability control system is connected with one end of a resistor R5, and the other end of the resistor R5 is used as a NODE3 point; NODE3 point is respectively connected with the G end of MOS tube Q4, the G end of MOS tube Q5 and the C end of triode B3;

the S end of the MOS tube Q4 is connected to the first power supply branch, the D end of the MOS tube Q4 is connected with the D end of the MOS tube Q5, the S end of the MOS tube Q5 is connected with the end No. 1 of the electromagnetic valve, the end No. 2 of the electromagnetic valve is connected with the D end of the MOS tube Q6, the S end of the MOS tube Q6 is grounded, and the G end of the MOS tube Q6 is connected with the GPIO7 end of the main control unit MCU;

the E end of triode B3 is grounded, and B end and double-circuit power supply structure of triode B3 are connected to the GPIO9 end of main control unit MCU and the GPIO8 end of self after linking to each other, and the double-circuit power supply structure specifically is: the resistor R7 and the resistor R6 are connected in parallel, one end of the parallel connection is connected with a GPIO9 end and a GPIO8 end of the main control unit MCU, the other end of the parallel connection of the resistor R7 and the resistor R6 is connected as a NODE4 point, the NODE4 point is respectively connected with one ends of the diode D4 and the diode D5, and the other ends of the diode D4 and the diode D5 are respectively connected with a network 5V _1 connection point and a network 5V _2 connection point;

the PUMP4 end of the ESC-ASIC2 special integrated chip for the vehicle body stability control system is connected to the G end of an MOS tube Q3, the D end of the MOS tube Q3 is connected to a second power supply branch, and the S end of the MOS tube Q3 is connected with an ESC motor and then grounded;

the GPIO1 end of the main control unit MCU is connected with the B end of a triode B4, the GPIO2 end of the main control unit MCU is connected with the B end of a triode B5, the E ends of triodes B4 and B5 are both connected to the ground, the C end of the triode B4 is connected to the C end of a triode B5 through resistors R14, R15, R16 and R13 in sequence, the B end of a triode B6 is connected between a resistor R14 and a resistor R15, the C end of a triode B6 is connected to the G end of an MOS tube Q7 through a resistor R12, the E end of the triode B6 is connected with the E end of the triode B6 and then led out to be used as a NODE6 point, the NODE6 point is connected between the resistor R6 and the resistor R6, and the NODE6 point is also connected to the PUMP 6 end of an electronic system parking integrated chip EPB; the B end of the triode B7 is connected between the resistor R13 and the resistor R16, the C end of the triode B7 is connected to the G end of the MOS tube Q8 through the resistor R11, the S end of the MOS tube Q8 is connected with the S end of the MOS tube Q9 and then connected to the first power supply branch, the D end of the MOS tube Q8 is connected with the D end of the MOS tube Q7, and the S end of the MOS tube Q7 is connected to the second power supply branch;

the D end of the MOS tube Q9 is connected with the D end of the MOS tube Q10, the G ends of the MOS tube Q9 and the MOS tube Q10 are connected and then led out to serve as a NODE6 point, the NODE6 point is connected to the PUMP3 end of an EPB-ASIC1 special integrated chip of the electronic parking system through a resistor R8, the NODE6 point is further connected to the C end of a triode B8, the E end of a triode B8 is grounded, and the B end of the triode B8 is connected with the GPIO3 end and the GPIO4 end of a main control unit MCU;

triode B8's B end still connects the double-circuit power supply structure, and the double-circuit power supply structure specifically is: the resistor R10 and the resistor R9 are connected in parallel, one end of the parallel connection is connected to the end B of the triode B8, the other end of the parallel connection is connected to one end of the diode D6 and one end of the diode D7 respectively, and the other ends of the diode D6 and the diode D7 are connected to the connection point of the network 5V _1 and the connection point of the network 5V _2 respectively; all the network 5V _1 connection points are connected together, and all the network 5V _2 connection points are connected together;

the S end of the MOS tube Q10 is connected to the GPIO6 end of the special integrated chip EPB-ASIC1 for the electronic parking system through a bridge circuit 1, and is connected to the GPIO5 end of the special integrated chip EPB-ASIC1 for the electronic parking system through a bridge circuit 2, the bridge circuit 1 is connected with a motor M1, and the bridge circuit 2 is connected with a motor M2.

2. The circuit topology of an EPBI electrical control unit of claim 1, wherein: the first power supply branch, the second power supply branch and the third power supply branch of the three-wire parallel structure are respectively used as an electromagnetic valve power supply branch, a motor power supply branch and an ignition power supply branch, the electromagnetic valve power supply branch is specifically connected to a NODE1 point from the positive electrode of a storage battery V1 through a fuse F1 and a diode D1 in sequence, the S ends of MOS tubes Q8 and Q9 and the S end of an MOS tube Q4 are connected between a fuse F1 and a diode D1, the motor power supply branch is specifically connected to a NODE1 point from the positive electrode of the storage battery V1 through a fuse F2 and a diode D2 in sequence, the S end of the MOS tube Q7 and the D end of the MOS tube Q3 are connected between a fuse F2 and a diode D2, and the ignition power supply branch is specifically connected to a NODE1 point from the positive electrode of the storage battery V84 through a fuse F3.

3. The circuit topology of an EPBI electrical control unit of claim 1, wherein: MOS tubes Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9 and Q10 are all enhanced NMOS tubes, triodes B1, B2, B3, B4, B5 and B8 are all NPN type triodes, and B6 and B7 are PNP type triodes.

4. The circuit topology of an EPBI electrical control unit of claim 1, wherein: the voltage reduction module IC1 and the voltage reduction module IC2 have input ends at ends 1, output ends at ends 2 of the voltage reduction module IC1 and the voltage reduction module IC2, input ends at ends 1 of the voltage bootstrap module IC3, output ends at ends PUMP1, input ends at ends 2 of the IC4, output ends at ends PUMP2, and power supply ends, grounding ends, output ends and input ends at ends 1, 2, 3 and 4 of the NOT gate circuit structure N1 and the NOT gate circuit structure N2; a Charge PUMP4 module is integrated in the ESC-ASIC2 special for the vehicle body stability control system, a 1 end of the ESC-ASIC2 special for the vehicle body stability control system is an input end, a PUMP4 end of the ESC-ASIC2 special for the vehicle body stability control system is an output end of a Charge PUMP4 module, a Charge PUMP3 module is integrated in the EPB-ASIC1 special for the electronic parking system, a 1 end of the EPB-ASIC1 special for the electronic parking system is an input end, and a PUMP3 end of the EPB-ASIC1 special for the electronic parking system is an output end of a Charge PUMP3 module.

5. The circuit topology of an EPBI electrical control unit of claim 1, wherein: the voltage reduction module IC1 and the voltage reduction module IC2 reduce the voltage of the vehicle-mounted voltage 12V and output the voltage of 5V through internal DC-DC voltage reduction conversion.

6. The circuit topology of an EPBI electrical control unit of claim 2, wherein: the battery V1 is a vehicle-mounted battery, the output rated voltage is 12V, the F1 is 40A, the F2 is 40A, and the F3 is 5A.