New energy vehicle and whole vehicle safety mode switching system and method thereof

Abstract

This invention provides a new energy vehicle and its vehicle safety mode switching system and method. The system includes a vehicle control module, a signal delay module, and a signal latching module. The vehicle control module is configured to output a mode signal representing the current operating state of the target vehicle to the signal delay module. The signal delay module is configured to delay the mode signal for a predetermined time before transmitting it to the signal latching module. The signal latching module is configured to determine whether to latch the delayed mode signal based on the operating state of the vehicle control module, and after latching the mode signal, drive the three-phase bridge inverter to operate in the safety protection mode corresponding to the mode signal. Thus, when the vehicle control module malfunctions, the cooperation between the signal delay module and the signal latching module ensures that the three-phase bridge inverter operates in the safety protection mode corresponding to the mode signal output by the vehicle control module before the malfunction, thereby improving the safety performance of the target vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicles, in particular to a new energy vehicle, a whole vehicle safety mode switching system and method thereof, and a storage medium. BACKGROUND

[0002] In recent years, in order to provide driving mileage, vehicle manufacturers continuously improve the battery capacity and voltage, and 800V driving system has become a future trend and research hotspot. However, in a short period of time, the charging interfaces and charging piles in many domestic regions cannot be upgraded to 800V charging piles, and 800V charging piles and 400V charging piles will coexist in the market to serve vehicles. For the whole vehicle, there is a functional requirement of compatibility with 400V and 800V charging piles, and the inverter of the electric bridge in the driving system can save a set of charging equipment by performing step-up charging. At present, the problem to be solved is the contradiction between the safety state of the inverter of the motor controller in the charging state, which is FW (Freewheeling), and the safety state ASC of the inverter in the traditional electric drive state.

[0003] Specifically, under the driving control of the whole vehicle, if the main control chip of the motor controller abnormally or the power supply abnormally, the motor controller cannot ensure the inverter to enter the safety state ASC through software, and the actual solution is to increase an emergency ASC circuit through a hardware circuit to ensure the inverter to enter the ASC state. However, with the application of new technologies to realize step-up charging based on the electric bridge, in order to meet the functional safety target of high safety level, the whole vehicle needs to enter the FW state through the emergency circuit when a serious fault occurs in the charging mode. In the traditional design scheme, the corresponding safety state cannot be triggered through the hardware circuit according to the mode, and entering only one default safety state (FW or ASC) will bring additional torque or heat risk. Especially when the main control chip abnormally or the power supply abnormally, the main control chip cannot identify the current mode.

[0004] Therefore, the core problem is that the motor controller needs to distinguish whether it is in the step-up charging state or the driving control state when the main control chip abnormally, so as to enter the corresponding emergency safety state. The usual solutions are: 1. providing a low-voltage hard-wired signal by the whole vehicle to tell the motor controller the current state, but a corresponding signal line needs to be added, and the signal line needs to have a high functional safety level to ensure the reliability of the transmitted signal; 2. additionally adding an independent control chip at the motor controller level to judge the current mode and the corresponding safety state, but considering the common cause failure that should be avoided to meet the high functional safety level, the additional control chip and its power supply circuit need to be independent of the original main control chip and power supply circuit. For the whole vehicle, both of the above two solutions are more complex and lead to an increase in cost. SUMMARY

[0005] The present application aims to provide a new energy vehicle, a whole vehicle safety mode switching system and method thereof, and a storage medium, so as to solve the problems of complex scheme and high cost in the prior art applied to vehicle safety state switching.

[0006] To solve the above technical problems, based on the first aspect of the present application, the present application provides a whole vehicle safety mode switching system, comprising a whole vehicle control module, a signal delay module and a signal latching module.

[0007] The whole vehicle control module is configured to output a mode signal representing a current running state of a target vehicle to the signal delay module.

[0008] The signal delay module is configured to transmit the mode signal to the signal latching module after delaying for a predetermined time.

[0009] The signal latching module is configured to determine whether to latch the delayed mode signal according to the running state of the whole vehicle control module, and drive a three-phase bridge inverter to run a safety protection mode corresponding to the mode signal after latching the mode signal.

[0010] Optionally, the current running state of the target vehicle includes a power supply charging state and a motor driving state.

[0011] Optionally, the mode signal includes a level signal, a pulse signal and a periodic signal.

[0012] Optionally, the signal latching module is configured to drive the three-phase bridge inverter to run an open circuit protection (FW) safety protection mode after latching the mode signal corresponding to the battery charging state.

[0013] Optionally, the signal latching module is configured to drive the three-phase bridge inverter to run an active short circuit (ASC) safety protection mode after latching the mode signal corresponding to the motor driving state.

[0014] Optionally, the signal latching module is configured to latch the delayed mode signal when the running state of the whole vehicle control module is faulty.

[0015] Optionally, the whole vehicle control module is configured to output a driving signal to the signal latching module, and when the whole vehicle control module is faulty, the whole vehicle control module flips the driving signal, stops the driving signal or changes a signal parameter of the driving signal, so as to trigger the signal latching module to latch the delayed mode signal.

[0016] Optionally, the predetermined time delayed by the signal delay module is greater than or equal to a time interval from the occurrence of the fault of the whole vehicle control module to the triggering of the signal latching module.

[0017] Based on a second aspect of the present invention, the present invention also provides a new energy vehicle, which includes the vehicle safety mode switching system and the three-phase bridge inverter as described above.

[0018] Based on a third aspect of the present invention, the present invention also provides a method for switching vehicle safety modes, comprising:

[0019] Acquire pattern signals that characterize the current operating state of the target vehicle;

[0020] When the vehicle control module that outputs the mode signal is detected to be in a fault state, the mode signal is latched after a predetermined delay.

[0021] The safety protection mode corresponding to the mode signal after the delay, which drives the three-phase bridge inverter to operate.

[0022] Based on a fourth aspect of the present invention, the present invention also provides a storage medium storing a readable and writable program, which, when executed, enables the vehicle safety mode switching method described above.

[0023] In summary, the new energy vehicle and its vehicle safety mode switching system and method provided by this invention include a vehicle control module, a signal delay module, and a signal latching module. The vehicle control module is configured to output a mode signal representing the current operating state of the target vehicle to the signal delay module. The signal delay module is configured to delay the mode signal for a predetermined time before transmitting it to the signal latching module. The signal latching module is configured to determine whether to latch the delayed mode signal based on the operating state of the vehicle control module, and after latching the mode signal, drive the three-phase bridge inverter to operate in a safety protection mode corresponding to the mode signal. This configuration allows the three-phase bridge inverter to operate in a safety protection mode corresponding to the current operating state of the target vehicle through the cooperation of the vehicle control module, the signal delay module, and the signal latching module, avoiding the contradiction of the target vehicle switching safety protection modes through the three-phase bridge inverter under different operating states. Furthermore, when the vehicle control module malfunctions, the cooperation of the signal delay module and the signal latching module ensures that the three-phase bridge inverter operates in a safety protection mode corresponding to the mode signal output before the vehicle control module malfunctions, thereby improving the safety performance of the target vehicle. Compared to existing technologies, this invention avoids the contradiction of vehicle safety mode switching by delaying and latching signals to drive the three-phase bridge inverter to operate in the corresponding safety protection mode. It eliminates the need for hard-wired signals or independent control chips with high functional safety levels in the vehicle, saving the required additional hardware and simplifying logic processing. Attached Figure Description

[0024] Those skilled in the art will understand that the accompanying drawings are provided to better understand the invention and do not constitute any limitation on the scope of the invention. Wherein:

[0025] Figure 1 This is a schematic diagram of an electric drive system equipped with a three-phase bridge inverter.

[0026] Figure 2 This is a schematic diagram of a vehicle safety mode switching system according to an embodiment of the present invention;

[0027] Figure 3 This is a timing diagram of each module under motor drive state according to an embodiment of the present invention;

[0028] Figure 4 This is a timing diagram of each module in the power charging state according to an embodiment of the present invention.

[0029] In the attached image:

[0030] 10 - Vehicle control module; 20 - Signal delay module; 30 - Signal latching module;

[0031] Q1 - First IGBT transistor; Q2 - Second IGBT transistor; Q3 - Third IGBT transistor; Q4 - Fourth IGBT transistor; Q5 - Fifth IGBT transistor; Q6 - Sixth IGBT transistor; Q7 - Seventh IGBT transistor;

[0032] HO - Mode signal; LO - Drive signal. Detailed Implementation

[0033] To make the objectives, advantages, and features of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that the drawings are all in a very simplified form and are not drawn to scale, and are only used to facilitate and clarify the explanation of the embodiments of this invention. Furthermore, the structures shown in the drawings are often part of the actual structures. In particular, different figures may emphasize different aspects and may sometimes use different scales.

[0034] As used in this invention, the singular forms “a,” “an,” and “the” include plural objects; the term “or” is generally used to mean “and / or”; the term “a number” is generally used to mean “at least one”; and the term “at least two” is generally used to mean “two or more”. Furthermore, the terms “first,” “second,” and “third” 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,” “second,” or “third” may explicitly or implicitly include one or at least two of that feature. “One end” and “the other end,” as well as “proximal end” and “distal end,” generally refer to two corresponding parts, including not only endpoints. The terms “installed,” “connected,” and “joined” should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral part; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements or an interaction between two elements. Furthermore, as used in this invention, the phrase "one element is disposed on another element" generally only indicates that there is a connection, coupling, cooperation, or transmission relationship between the two elements, and the connection, coupling, cooperation, or transmission between the two elements can be direct or indirect through an intermediate element. It should not be construed as indicating or implying a spatial positional relationship between the two elements, i.e., one element can be located arbitrarily inside, outside, above, below, or to one side of the other element, unless otherwise explicitly stated. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0035] One embodiment of the present invention provides a new energy vehicle and its vehicle safety mode switching system and method, and a storage medium, to solve the problems of complex and costly solutions in the prior art for addressing the contradictions in vehicle safety state switching.

[0036] The following is a detailed description of the vehicle safety mode switching system in this implementation, with reference to the accompanying drawings.

[0037] Figure 1 This is a schematic diagram of an electric drive system equipped with a three-phase bridge inverter. (Example) Figure 1 As shown, this electric drive system is applied to new energy vehicles and includes a power supply (battery), a three-phase bridge inverter, and a permanent magnet synchronous motor (PMSM) connected in sequence. The three-phase bridge inverter transmits three-phase AC power to the PMSM through its own switching state transition to drive the PMSM to operate, thereby driving the target vehicle into the corresponding state.

[0038] Furthermore, the three-phase bridge inverter includes six IGBTs, all of which are N-channel IGBTs. The collectors of the first IGBT Q1, the second IGBT Q2, and the third IGBT Q3 are all connected to the positive terminal of the power supply battery; the emitters of the fourth IGBT Q4, the fifth IGBT Q5, and the sixth IGBT Q6 are all connected to the negative terminal of the power supply battery; the emitters of the first IGBT Q1 and the collectors of the fourth IGBT Q4 are connected to the A-phase coil of the PMSM; the emitters of the second IGBT Q2 and the collectors of the fifth IGBT Q5 are connected to the B-phase coil of the PMSM; and the emitters of the third IGBT Q3 and the collectors of the sixth IGBT Q6 are connected to the C-phase coil of the PMSM. The bases of each of the first to sixth IGBTs are used to acquire their respective bias signals to adjust their switching states. Typically, the first to sixth IGBTs control their respective switching states according to the corresponding PWM signals at their bases. For example, when the base of an IGBT receives a high level, the IGBT will turn on.

[0039] Typically, the electric drive system serves as the power source for new energy vehicles (such as electric cars). When a fault occurs in the electric drive system, its hazards and risks are analyzed to ensure that the switching states of each IGBT in the three-phase bridge inverter of the electric drive system are reasonably controlled to enter the corresponding safe operating mode. These typically include an active short circuit (ASC) safe operating mode and an open circuit protection safe operating mode (Freewheeling, FW). In ASC mode, the upper three bridges of the three-phase bridge inverter are on, and the lower three bridges are off, or vice versa; that is, the first to third IGBTs are on, and the fourth to sixth IGBTs are off, or vice versa. In FW mode, all six IGBTs are off.

[0040] Furthermore, when the new energy vehicle is charging, the electric drive system ensures that the three-phase bridge inverter enters FW mode. When the new energy vehicle is driven by the motor, especially at high speeds, the electric drive system ensures that the three-phase bridge inverter enters ASC mode. This ensures that the new energy vehicle enters different safety protection modes under different conditions, improving the vehicle's safety performance.

[0041] In the existing technology, when the electric drive system malfunctions, it may not be able to ensure that the car enters the corresponding safety protection mode, or although it can enter the corresponding safety protection mode, the design scheme is more complex, the logic operation is more cumbersome, and the cost is correspondingly increased.

[0042] Based on this, one embodiment of the present invention provides a vehicle safety mode switching system for new energy vehicles. Figure 2 This is a schematic diagram of a vehicle safety mode switching system according to an embodiment of the present invention, as shown below. Figure 2 As shown, the vehicle safety mode switching system includes a vehicle control module 10, a signal delay module 20, and a signal latching module 30.

[0043] In this embodiment, the vehicle control module 10 is configured to output a mode signal HO representing the current operating state of the target vehicle to the signal delay module 20. The vehicle control module 10, for example, can be an MCU. The MCU can determine the current operating state of the target vehicle by receiving the vehicle's CAN signal, and thus output a mode signal HO corresponding to the current operating state to the signal delay module 20. In this embodiment, the current operating state of the target vehicle includes the power charging state and the motor driving state mentioned above. The power charging state corresponds to one mode signal HO, and the motor driving state corresponds to another mode signal HO. Further, when the vehicle control module 10 is not malfunctioning, if the target vehicle is currently in the power charging state, it can be assumed that the vehicle control module 10 sends mode signal HO_1; if the target vehicle is in the motor driving state, the vehicle control module sends signal HO_2 accordingly.

[0044] Furthermore, the mode signal includes a level signal, a periodic signal, and a pulse signal. When the target vehicle is in the power charging state, the vehicle control module 10 outputs a signal HO_1 indicating that it is currently in the charging state; when the target vehicle is in the motor driving state, the vehicle control module 10 outputs a mode signal H0_2 indicating that it is currently in the motor driving state.

[0045] In an exemplary embodiment, the mode signal HO is a level signal. When the target vehicle is in the power charging state, the signal HO_1 output by the vehicle control module 10 to the signal delay module 20 is either a high level or a low level; when the target vehicle is in the motor driving state, the signal HO_2 output by the vehicle control module 10 to the signal delay module 20 is either a high level or a low level. Further, for example, HO_1 can represent a high level and HO_2 can represent a low level. Additionally, either a rising edge or a falling edge can be used to represent that the target vehicle is in the power charging state, and the other rising edge or falling edge can represent that the target vehicle is in the motor driving state.

[0046] In an alternative embodiment, the mode signal is a pulse signal, where HO_1 and HO_2 represent two different pulse signals, thus indicating whether the target vehicle is in a charging state or a motor-driven state. The distinction between HO_1 and HO_2 can be as follows: HO_1 and HO_2 have the same frequency but different duty cycles; HO_1 and HO_2 have different frequencies but the same duty cycle; or HO_1 and HO_2 have both different frequencies and different duty cycles.

[0047] In another alternative embodiment, the mode signal HO is a periodic signal, and HO_1 and HO_2 represent two different periodic signals, thus indicating whether the target vehicle is in a charging state or a motor-driven state. The distinction between HO_1 and HO_2 can be achieved, for example, by configuring HO_1 and HO_2 to have different frequencies, making them different periodic signals. In other embodiments, they can also be distinguished by configuring HO_1 and HO_2 to have different amplitudes.

[0048] In this embodiment, the signal delay module 20 is configured to delay the mode signal for a predetermined time before transmitting it to the signal latch module 30. The predetermined time can be configured according to actual conditions, such as 1 second. The signal delay module 20 can be an RC delay circuit, a delay chip, or other delay methods; this invention is not limited in this regard.

[0049] In this embodiment, the signal latch module 30 is configured to determine whether to latch the delayed mode signal based on the operating state of the vehicle control module 10, and after latching the mode signal, drive the three-phase bridge inverter to operate in the safety protection mode corresponding to the latched mode signal. Typically, the signal latch module 30 is used to latch the delayed mode signal HO when the operating state of the vehicle control module 10 is faulty. When the vehicle control module 10 is in normal operating state, the signal latch module 30 will not be triggered, nor will it latch the delayed mode signal HO.

[0050] Regarding the signal latching module 30, after latching the mode signal, it drives the three-phase bridge inverter to operate in the safety protection mode corresponding to the mode signal. Specifically, the signal latching module 30 is used to drive the three-phase bridge inverter to operate in the open-circuit protection mode, i.e., FW mode, after latching the mode signal corresponding to the battery charging state; and the signal latching module 30 is used to drive the three-phase bridge inverter to operate in the active short-circuit protection mode, i.e., ASC mode, after latching the mode signal corresponding to the motor drive state.

[0051] Before the target vehicle malfunctions, the normal output mode signal HO is sent to the signal delay module 20, and the signal latch module 30 does not latch the delayed mode signal HO. After the target vehicle malfunctions, the currently output mode signal HO is no longer reliable. The signal latch module 30 will latch the previously delayed mode signal HO, which also indicates that the signal latch module 30 latches the mode signal HO corresponding to the safety protection mode that the target vehicle was running before the malfunction. For example, if the target vehicle was in the power charging state at the previous moment (at which time, if a malfunction occurs, it should enter the FW mode accordingly), the signal latch module 30 will latch the previously delayed mode signal HO that indicates the power charging state. Then, according to the mode signal HO, the three-phase bridge inverter is driven to still run in the FW mode. This can ensure that the three-phase bridge inverter still runs the safety protection mode that it was running in the previous normal state after the vehicle control module 10 malfunctions, improve safety performance, and avoid the contradiction of safety protection mode switching.

[0052] Furthermore, the vehicle control module 10 outputs a drive signal LO to the signal latching module 30. When the vehicle control module 10 malfunctions, it flips the drive signal LO, changes the signal parameters of the drive signal LO, or cuts off (stops outputting) the drive signal LO to trigger the signal latching module 30 to latch the delayed mode signal HO. The drive signal LO here includes, but is not limited to, level signals, periodic signals, and pulse signals.

[0053] In an exemplary embodiment, the drive signal LO is a level signal. When the vehicle control module 10 malfunctions, the drive signal LO is flipped to trigger the signal latch module 30 to latch the delayed mode signal HO. Furthermore, after the vehicle control module 10 returns to normal operation, the drive signal LO is reset. More specifically, when the vehicle control module 10 is in normal operating condition, it continuously outputs a high level to the signal latch module 30 to indicate that no fault has occurred and the signal latch module 30 will not be triggered. When the vehicle control module 10 malfunctions, the high-level signal flips to a low-level signal and is transmitted to the signal latch module 30 to indicate that a fault has occurred. The low level triggers the signal latch module 30 to latch the delayed mode signal HO and triggers a safety state corresponding to the current operating mode. When the vehicle control module 10 returns to normal operating condition, the low level is reset to a high level and output to the signal latch module 30, exiting the corresponding safety state and resuming operation. Alternatively, the vehicle control module 10 can output a low level when working normally, and in case of a fault, it can flip the low level to a high level to trigger the signal latch module 30 to latch the delayed mode signal HO.

[0054] In another exemplary embodiment, the drive signal LO is a periodic signal or a pulse signal. Changes in the signal parameters of the drive signal LO can indicate that the vehicle control module 10 is in a fault state. These signal parameters include, but are not limited to, frequency and duty cycle. For example, when the vehicle control module 10 is in normal operation, the drive signal LO continuously output to the signal latch module 30 is a periodic signal with a specific frequency and duty cycle. When the vehicle control module 10 fails, the drive signal LO will no longer maintain its previous specific frequency and duty cycle; at least one of its frequency and duty cycle will change. This changed drive signal LO is transmitted to the signal latch module 30, triggering the signal latch module 30 to latch the delayed mode signal HO and trigger a safety state corresponding to the current operating mode. When the vehicle control module 10 returns to normal operation, the drive signal LO will return to its previously set specific frequency and period and be output to the signal latch module 30. The target vehicle then exits the corresponding safety state and resumes operation.

[0055] In some other embodiments, the vehicle control module 10 may continuously output a drive signal LO as a periodic signal or a pulse signal to the signal latch module 30. When the vehicle control module 10 fails, it will stop outputting the periodic signal or pulse signal to the signal latch module 30, and the signal latch module 30 will then latch the delayed mode signal HO.

[0056] Furthermore, the predetermined delay time of the signal delay module 20 is greater than or equal to the time interval between the occurrence of a fault in the vehicle control module 10 and the triggering of the signal latch module 30, that is, the predetermined time is greater than the sum of the fault response time of the vehicle control module 10 and the transmission time of the drive signal. In this way, it can be ensured that after a fault occurs in the vehicle control module 10, regardless of how the mode signal HO changes or whether the mode signal HO is no longer generated, the signal latch module 30 latches the mode signal HO output by the vehicle control module 10 before the fault.

[0057] Figure 3 This is a timing diagram of each module in the motor drive state according to an embodiment of the present invention. Figure 4 This is a timing diagram of each module in the power charging state according to an embodiment of the present invention. In an exemplary embodiment, HO is a level signal, and a low-level HO represents the motor driving state, while a high-level HO represents the power charging state; LO is also a level signal. See reference. Figure 3When the target vehicle is in motor drive mode, the mode signal HO output by the vehicle control module 10 is low and corresponds to ASC mode. When the vehicle control module 10 fails, the time required from the vehicle control module 10 responding to the fault to the drive signal LO triggering latching and then transmitting to the signal latching module 30 is t1. The predetermined delay time of the signal delay module 20 must be greater than or equal to t1 to ensure that after the vehicle control module 10 fails, no matter how the mode signal HO output changes, the signal latching module 30 will latch the mode signal HO before the fault, and subsequently trigger the three-phase bridge inverter to enter ASC mode.

[0058] Accordingly, such as Figure 4 As shown, when the target vehicle is in the charging state, the mode signal HO output by the vehicle control module 10 is high and corresponds to the FW mode. When the vehicle control module 10 fails, the time required from the vehicle control module 10 responding to the fault to the drive signal LO triggering latching and then transmitting to the signal latching module 30 is t2. The predetermined delay time of the signal delay module 20 must be greater than or equal to t2 to ensure that after the vehicle control module 10 fails, no matter how the mode signal HO output changes, the signal latching module 30 will latch the mode signal HO before the fault, and subsequently trigger the three-phase bridge inverter to enter the FW mode.

[0059] Based on the aforementioned vehicle safety mode switching system, this embodiment also provides a new energy vehicle (specifically, an electric vehicle), which includes the vehicle safety mode switching system and a three-phase bridge inverter as described above. It is understood that since the new energy vehicle includes the aforementioned vehicle safety mode switching system, it also possesses the beneficial effects brought about by the aforementioned vehicle safety mode switching system. Therefore, the other structural components and working principles of the new energy vehicle will not be described in detail here, as those skilled in the art can learn about them from existing technologies.

[0060] Based on the same inventive concept as the aforementioned vehicle safety mode switching system, this embodiment also provides a vehicle safety mode switching method applied to new energy vehicles, the method comprising:

[0061] Acquire a pattern signal characterizing the current operating state of the target vehicle, wherein the current operating state of the target vehicle includes power charging state and motor driving state;

[0062] When the vehicle control module 10 that outputs the mode signal is detected to be in a fault state, the mode signal is further latched after a predetermined delay.

[0063] The safety protection modes corresponding to the mode signals after the delay for driving the three-phase bridge inverter are as follows: safety protection modes include ASC mode and FW mode.

[0064] Furthermore, the mode signal includes level signals, periodic signals, and pulse signals.

[0065] Furthermore, after latching the mode signal corresponding to the battery charging state, the three-phase bridge inverter is driven to operate in FW mode; after latching the mode signal corresponding to the motor drive state, the three-phase bridge inverter is driven to operate in ASC mode.

[0066] Furthermore, if the drive signal configured by the vehicle control module 10 is detected to be flipped, blocked, or the corresponding signal parameters are changed, the vehicle control module 10 is considered to be in a fault state.

[0067] Furthermore, the predetermined delay time of the mode signal is greater than or equal to the sum of the corresponding fault time of the vehicle control module and the time for the drive signal to be transmitted to the next level (i.e., the signal latch module 30).

[0068] It should be noted that those skilled in the art can understand the vehicle safety mode switching method of this embodiment based on the description of the vehicle safety mode switching system, which will not be described in detail here.

[0069] Based on the above-described vehicle safety mode switching method, this embodiment also provides a storage medium storing a readable and writable program. When the program is executed, it can realize the vehicle safety mode switching method as described above. Specifically, the vehicle safety mode switching method provided by this invention can be programmed into software and stored on the storage medium. In actual use, the program stored on the storage medium is used to execute the various steps of the vehicle safety mode switching method. The storage medium can be integrated into the vehicle safety mode switching system or independently installed in other hardware.

[0070] In summary, the new energy vehicle and its vehicle safety mode switching system and method provided by this invention include a vehicle control module, a signal delay module, and a signal latching module. The vehicle control module is configured to output a mode signal representing the current operating state of the target vehicle to the signal delay module. The signal delay module is configured to delay the mode signal for a predetermined time before transmitting it to the signal latching module. The signal latching module is configured to determine whether to latch the delayed mode signal based on the operating state of the vehicle control module, and after latching the mode signal, drive the three-phase bridge inverter to operate in a safety protection mode corresponding to the mode signal. This configuration allows the three-phase bridge inverter to operate in a safety protection mode corresponding to the current operating state of the target vehicle through the cooperation of the vehicle control module, the signal delay module, and the signal latching module, avoiding the contradiction of the target vehicle switching safety protection modes through the three-phase bridge inverter under different operating states. Furthermore, when the vehicle control module malfunctions, the cooperation of the signal delay module and the signal latching module ensures that the three-phase bridge inverter operates in a safety protection mode corresponding to the mode signal output before the vehicle control module malfunctions, thereby improving the safety performance of the target vehicle. Compared to existing technologies, this invention avoids the contradiction of vehicle safety mode switching by delaying and latching the signal to drive the three-phase bridge inverter to operate in the corresponding safety protection mode. It eliminates the need for hard-wired signals or independent control chips with high functional safety levels for the entire vehicle, saving the additional hardware required for such hard-wired signals and simplifying logic processing.

[0071] The above description is only a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the present invention.

Claims

1. A vehicle safety mode switching system, characterized in that, This includes the vehicle control module, signal delay module, and signal latch module; The vehicle control module is configured to output a mode signal representing the current operating state of the target vehicle to the signal delay module; The signal delay module is configured to delay the mode signal for a predetermined time before transmitting it to the signal latch module; The signal latching module is configured to determine whether to latch the delayed mode signal based on the operating status of the vehicle control module, and drive the three-phase bridge inverter to operate the safety protection mode corresponding to the mode signal after latching the mode signal. The signal latching module is used to latch the delayed mode signal when the operating status of the vehicle control module is faulty.

2. The vehicle safety mode switching system according to claim 1, characterized in that, The current operating status of the target vehicle includes the power charging status and the motor driving status.

3. The vehicle safety mode switching system according to claim 2, characterized in that, The mode signals include level signals, periodic signals, and pulse signals.

4. The vehicle safety mode switching system according to claim 2, characterized in that, The signal latching module is used to drive the three-phase bridge inverter to operate in the open-circuit protection mode after latching the mode signal corresponding to the power supply charging state. The signal latching module is used to drive the three-phase bridge inverter to operate in active short-circuit safety protection mode after latching the mode signal corresponding to the motor drive state.

5. The vehicle safety mode switching system according to claim 1, characterized in that, The vehicle control module is used to output a drive signal to the signal latching module. When the vehicle control module fails, the vehicle control module flips the drive signal, stops the drive signal, or changes the signal parameters of the drive signal to trigger the signal latching module to latch the delayed mode signal.

6. The vehicle safety mode switching system according to claim 5, characterized in that, The predetermined delay time of the signal delay module is greater than or equal to the time interval from the failure of the vehicle control module to the triggering of the signal latch module.

7. A new energy vehicle, characterized in that, Includes the vehicle safety mode switching system and the three-phase bridge inverter as described in any one of claims 1 to 6.

8. A method for switching vehicle safety modes, characterized in that, include: Acquire pattern signals that characterize the current operating state of the target vehicle; When the vehicle control module that outputs the mode signal is detected to be in a fault state, the mode signal is latched after a predetermined delay. The safety protection mode corresponding to the mode signal after the delay, which drives the three-phase bridge inverter to operate.

9. A storage medium having a readable and writable program stored thereon, characterized in that, When the program is executed, it can implement the vehicle safety mode switching method as described in claim 8.

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