CN117644832A - CAN transceiver, motor drive control system comprising same and vehicle - Google Patents
CAN transceiver, motor drive control system comprising same and vehicle Download PDFInfo
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- CN117644832A CN117644832A CN202211072321.3A CN202211072321A CN117644832A CN 117644832 A CN117644832 A CN 117644832A CN 202211072321 A CN202211072321 A CN 202211072321A CN 117644832 A CN117644832 A CN 117644832A
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- 238000004891 communication Methods 0.000 claims abstract description 43
- 238000002955 isolation Methods 0.000 claims abstract description 40
- 238000005265 energy consumption Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 2
- 230000002618 waking effect Effects 0.000 description 2
- 102100039435 C-X-C motif chemokine 17 Human genes 0.000 description 1
- 101000889048 Homo sapiens C-X-C motif chemokine 17 Proteins 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Transceivers (AREA)
Abstract
The invention discloses a CAN transceiver, a motor drive control system comprising the CAN transceiver and a vehicle comprising the motor drive control system. The CAN transceiver includes: a power circuit for providing a first power signal to each module in the transceiver in a start-up state; the CAN module is used for receiving control signals from a vehicle CAN bus and starting the power supply circuit based on the received control signals; a communication module configured to wake up upon receipt of a first power signal from the power circuit to perform a data communication function between the CAN transceiver and other vehicle devices; and an isolation module for performing a voltage isolation operation between the power circuit and the communication module.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a CAN transceiver, a motor drive control system comprising the CAN transceiver and a vehicle comprising the motor drive control system.
Background
In vehicle systems, CAN buses are widely used. The CAN bus communication is extremely easy to be interfered by external environment, and in order to ensure the reliability of the CAN bus communication, a CAN transceiver with an electric isolation function is used, so that the influence of common mode interference on the CAN bus CAN be effectively reduced, and the reliability of CNA bus communication CAN be improved.
For this type of CAN transceiver, a battery is required to power it. In general, CAN transceivers are in normal operation even if they do not transmit and receive data, so as to be ready for data transmission and reception at any time, which undoubtedly increases the energy consumption of the battery, which is unacceptable for vehicles requiring high energy consumption. To reduce the energy consumption, the power supply may be completely shut off or the transceiver may be disabled, but this may lead to a risk of not receiving bus data.
Disclosure of Invention
In view of this, according to a first aspect of the present invention, there is provided a CAN transceiver comprising:
a power circuit for providing a first power signal to each module in the CAN transceiver in a start-up state;
the CAN module is used for receiving control signals from a vehicle CAN bus and starting the power supply circuit based on the received control signals;
a communication module configured to wake up upon receipt of a first power signal from the power circuit to perform a data communication function between the CAN transceiver and other vehicle devices; and
and the isolation module is used for performing voltage isolation operation between the power circuit and the communication module.
According to an advantageous embodiment, the power supply circuit comprises:
a first enable input port connected to the CAN module;
a second enable input port connected to an ignition switch of the vehicle; and
a power output port of the power supply,
wherein the power supply circuit is configured to output a predetermined first power supply signal via the power supply output port when the first enable input port and/or the second enable input port receive respective enable signals.
According to an advantageous embodiment, the CAN module comprises:
a first power supply port connected to a power supply output port of the power supply circuit;
a control port connected to the vehicle CAN bus; and
an enable output port connected to a first enable input port of the power circuit,
wherein the CAN module is configured to output a corresponding enable signal to the first enable input port by means of the enable output port based on a control signal received by the control port to start the power supply circuit.
According to an advantageous embodiment, the CAN module further comprises a second power supply port connected to a vehicle battery.
According to an advantageous embodiment, the communication module comprises an output port for providing a second power supply signal, and the isolation module comprises a low voltage port connected to the power supply output port of the power supply circuit for receiving the first power supply signal therefrom and a high voltage port connected to the output port of the communication module for receiving the second power supply signal therefrom,
wherein the isolation module is configured to perform an isolation switching operation between the first power signal and the second power signal.
According to an advantageous embodiment, the CAN module, the communication module and the isolation module each comprise a respective communication port for data communication between the CAN module and the isolation module and/or between the communication module and the isolation module.
According to an advantageous embodiment, the power supply circuit comprises a low dropout linear regulator.
According to a second aspect of the present invention there is also provided a motor drive system comprising a CAN transceiver as described above.
According to an advantageous embodiment, the motor is a BSG motor.
According to a third aspect of the present invention there is also provided a vehicle comprising a motor drive control system as described above.
The CAN transceiver according to the invention has at least one of the following advantages:
-in case the transmission rate of the vehicle CAN bus is met, the wake-up function is achieved with the CAN transceiver itself, saving energy consumption of the battery;
the electric isolation between the high-voltage power grid and the low-voltage power grid of the vehicle can be realized, and the safety of each functional module in the vehicle is ensured;
no additional CAN wake-up/isolation chip is added, which not only saves cost, but also simplifies the design of the circuit; and
the wake-up time is short and the communication delay is small, enabling a fast response of CAN communication.
Drawings
Other features and advantages of the apparatus and system of the present invention will be apparent from, or may be learned by the practice of the invention as set forth hereinafter, the drawings being set forth hereinafter with reference to the drawings.
Fig. 1 shows a structural diagram of a CAN transceiver according to an exemplary embodiment of the present invention.
Fig. 2 shows a detailed circuit diagram of a CAN transceiver according to an exemplary embodiment of the present invention.
Detailed Description
The CAN transceiver according to the present invention will be described below by way of example with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention to those skilled in the art. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details. Rather, the invention can be considered to be implemented with any combination of the following features and elements, whether or not they relate to different embodiments. Thus, the various aspects, features, embodiments and advantages described below are for illustration only and should not be considered elements or limitations of the claims.
The applicant has found that in existing CAN transceivers, either with wake-up function alone or with voltage isolation function alone, if both functions need to be implemented simultaneously, one CAN transceiver with isolation function and one transceiver with CAN wake-up function need to be used, which results in relatively high costs.
In order to solve the problems existing in the existing CAN transceivers, the invention provides a novel CAN transceiver. Fig. 1 shows an example of a structural diagram of the novel CAN transceiver according to the present invention.
As shown in fig. 1, the CAN transceiver mainly includes four major parts of a power circuit 10, a CAN module 20, a communication module 30, and an isolation module 40. The power circuit 10 is configured to provide respective power signals (also referred to herein as "first power signals") to respective modules (e.g., the CAN module 20, the communication module 30, and the isolation module 40) in the CAN transceiver in a start-up state. The CAN module 20 is configured to receive a control signal from the vehicle CAN bus and activate the power circuit 10 based on the received control signal.
That is, in the normal state, the power supply circuit 10 does not output a power supply signal, and only when a control signal from the CAN bus of the vehicle is received, the power supply circuit 10 is activated/started via the CAN module 20 to supply power to other modules.
The communication module 30 is configured to wake up upon receipt of a first power signal from the power circuit 10 to perform data communication functions between the CAN transceiver and other vehicle devices. The isolation module 40 is used to perform a voltage isolation operation between the power circuit 10 and the communication module 30.
The CAN transceiver CAN be used, for example, in a 48V BSG device (Belt-Driven Starter Generator) which requires simultaneous connection of a 12V grid system and a 48V grid system, wherein the power supply function of the power supply circuit 10 is provided by the 12V grid and the communication function of the communication module 30 is provided by the 48V system. Since the voltage of the two grids is unbalanced and there is no common ground on the circuit, electrical isolation needs to be performed by the isolation module 40 to prevent the 48V high side grid from affecting the 12V low voltage system so as not to burn it out.
In addition, in order to meet the low power consumption requirement of the system, the BSG may be put into a sleep mode, and the BSG system may be awakened by a CAN signal or an ignition switch only when a data communication operation needs to be performed. In the CAN transceiver circuit shown in fig. 1, for example, the 12V low voltage system of the power supply circuit 10 may be awakened through the pin of the CAN module 20, and then the 48V high voltage side circuit may be awakened by the power output of the power supply circuit 10, that is, the communication module 30 may be further awakened, so as to achieve the purpose of waking up the entire BSG device.
Fig. 2 shows a detailed circuit diagram of a CAN transceiver according to an exemplary embodiment of the present invention. The connection relationship between the respective modules in the CAN transceiver according to the present invention is described below with reference to fig. 2.
The core IC3 of the power supply circuit 10 may employ a low dropout linear regulator IC3 (LDO) which includes a peripheral circuit consisting of C13, C10, C11, C12, D9, D10 and R11, wherein the diode D11 serves as a galvanic isolation, and D9, D10 and R11 constitute a receiving circuit for an enable signal from the vehicle KL15 on the one hand and from the start signal of the CAN module 20 on the other hand.
Specifically, the power supply circuit 10 includes a first enable input port inh_lv connected to the CAN module 20, a second enable input port KL15 connected to an ignition switch of the vehicle (i.e., for receiving an electrical signal on KL 15), and a power supply output port v_5v_lv. The power circuit 10 may be configured to output a predetermined first power signal via the power output port when the first enable input port and/or the second enable input port receive a respective enable signal.
CAN module 20 may employ a TJA1043 chip featuring two power ports, with VCC connected to power output port v_5v_lv of power circuit 10 and vbat connected to vehicle KL30 (i.e., to a vehicle battery). When the TJA1043 chip enters the sleep mode, its INH port output is low, which may be connected to the enable terminal of the power circuit 10 for waking up the power circuit 10.
Referring specifically to fig. 2, can module 20 includes: a first power supply port VCC connected to a power supply output port v_5v_lv of the power supply circuit; a control port can_ H, CAN _l connected to the vehicle CAN bus; and an enable output port INH connected to the first enable input port inh_lv of the power supply circuit 10. The CAN module may output a corresponding enable signal to a first enable input port inh_lv of the power circuit 10 via its enable output port INH based on a control signal received by its control port to start the power circuit to supply power to other modules in the CAN transceiver.
The isolation module 40 CAN adopt an ISO07221 isolation chip, and the baud rate of the CAN signal CAN be met by utilizing the characteristic of small delay of the isolation chip. The communication module 30 may specifically include an output port v_5v for providing a second power signal, and the isolation module 40 may further include a low voltage port VCC1 connected to the power output port v_5v_lv of the power circuit 10 to receive the first power signal therefrom, and a high voltage port VCC2 connected to the output port v_5v of the communication module 30 to receive the second power signal therefrom. Isolation module 40 may be used to perform an isolated switching operation between the first power signal and the second power signal.
Further, the CAN module 20, the communication module 30, and the isolation module 40 may each include respective communication ports TXD/RXD, OUTA/OUTB, INA/INB for data communication between the CAN module 20 and the isolation module 40 and/or between the communication module 30 and the isolation module 40.
The CAN transceiver according to the invention has at least one of the following advantages:
-in case the transmission rate of the vehicle CAN bus is met, the wake-up function is achieved with the CAN transceiver itself, saving energy consumption of the battery;
the electric isolation between the high-voltage power grid and the low-voltage power grid of the vehicle can be realized, and the safety of each functional module in the vehicle is ensured;
no additional CAN wake-up/isolation chip is added, which not only saves cost, but also simplifies the design of the circuit; and
the wake-up time is short and the communication delay is small, enabling a fast response of CAN communication.
In the present invention, the term "connected" may refer to "electrically connected" or "communicatively connected". Furthermore, the terms "comprising," "including," and the like are used to denote that, in addition to elements that are directly and explicitly recited in the specification and claims, the technical solutions of the present application do not exclude the presence of other elements that are not directly or explicitly recited. Moreover, terms such as "first," "second," and the like, do not denote a sequential order of components or values in terms of time, space, size, or the like, but rather are merely used to distinguish one component or value from another.
In the present invention, it will be appreciated by those of ordinary skill in the art that the disclosed system may be implemented in other ways. The system embodiments described above are merely illustrative, for example, the division of the modules is merely a logical division of functions, and there may be other divisions of the actual implementation, for example, functions of multiple modules may be combined or functions of a module may be further split. The modules in the embodiments of the present invention may be integrated into one processing unit, or each module may exist alone physically, or two or more modules may be integrated into one unit.
While the invention has been described in terms of preferred embodiments, the invention is not limited thereto. Various changes and modifications can be made without departing from the spirit and scope of the invention, and the scope of the invention is therefore to be determined by the appended claims.
Claims (10)
1. A CAN transceiver, the CAN transceiver comprising:
a power circuit (10) for providing a first power signal to each module in the CAN transceiver in a start-up state;
a CAN module (20) for receiving a control signal from a vehicle CAN bus and starting the power supply circuit based on the received control signal;
a communication module (30) configured to wake up upon receipt of a first power signal from the power circuit to perform a data communication function between the CAN transceiver and other vehicle devices; and
an isolation module (40) for performing a voltage isolation operation between the power circuit and the communication module.
2. The CAN transceiver of claim 1, characterized in that the power supply circuit (10) comprises:
-a first enable input port (inh_lv) connected to said CAN module (20);
a second enable input port (KL 15) connected to an ignition switch of the vehicle; and
a power output port (v_5v_lv),
wherein the power supply circuit (10) is configured to output a predetermined first power supply signal via the power supply output port when the first enable input port and/or the second enable input port receive a respective enable signal.
3. CAN transceiver according to claim 2, characterized in that the CAN module (20) comprises:
a first power supply port (VCC) connected to a power supply output port (v_5v_lv) of the power supply circuit;
a control port (can_ H, CAN _l) connected to the vehicle CAN bus; and
an enable output port (INH) connected to a first enable input port (INH_LV) of the power supply circuit (10),
wherein the CAN module is configured to output a corresponding enable signal to the first enable input port (inh_lv) by means of the enable output port (INH) based on a control signal received by the control port, to start the power supply circuit.
4. The CAN transceiver of claim 3, said CAN module (20) further comprising a second power supply port (VBAT) connected to a vehicle battery.
5. The CAN transceiver of any one of claims 2 to 4, characterized in that the communication module (30) comprises an output port (v_5v) for providing a second power supply signal, and the isolation module (40) comprises a low voltage port (VCC 1) and a high voltage port (VCC 2), the low voltage port (VCC 1) being connected to the power supply output port (v_5v_lv) of the power supply circuit (10) for receiving a first power supply signal therefrom, the high voltage port (VCC 2) being connected to the output port (v_5v) of the communication module (30) for receiving a second power supply signal therefrom,
wherein the isolation module (40) is configured to perform an isolation switching operation between the first power signal and the second power signal.
6. CAN transceiver according to claim 5, characterized in that the CAN module (20), the communication module (30) and the isolation module (40) each comprise a respective communication port for data communication between the CAN module (20) and the isolation module (40) and/or between the communication module (30) and the isolation module (40).
7. CAN transceiver according to any one of claims 1 to 4, characterized in that the power supply circuit (10) comprises a low dropout linear regulator.
8. A motor drive system, characterized in that the system comprises a CAN transceiver according to any one of claims 1 to 7.
9. The motor drive control system of claim 8 wherein the motor is a BSG motor.
10. A vehicle characterized in that it comprises a motor drive system according to claim 8 or 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211072321.3A CN117644832A (en) | 2022-09-02 | 2022-09-02 | CAN transceiver, motor drive control system comprising same and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211072321.3A CN117644832A (en) | 2022-09-02 | 2022-09-02 | CAN transceiver, motor drive control system comprising same and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117644832A true CN117644832A (en) | 2024-03-05 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211072321.3A Pending CN117644832A (en) | 2022-09-02 | 2022-09-02 | CAN transceiver, motor drive control system comprising same and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117644832A (en) |
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2022
- 2022-09-02 CN CN202211072321.3A patent/CN117644832A/en active Pending
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