A vehicle emergency braking control circuit and a vehicle

Abstract

An emergency braking control circuit for a vehicle and a vehicle are disclosed. The circuit includes: a power supply (10); an emergency stop linkage switch (20), which has a normally closed contact (A1) and a normally open contact (A2). The first end of the normally closed contact (A1) is connected to the power supply (10), the first end of the normally open contact (A2) is grounded, and the second end of the normally open contact (A2) is connected to the second end of the normally closed contact (A1); and a motor controller (30), which is connected to the second end of the normally open contact (A2) and the second end of the normally closed contact (A1), respectively. The motor controller (30) is used to control the vehicle to enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch (20) when the normally open contact (A2) is closed. This circuit uses hardware signals for power-off control, which avoids the phenomenon of high-voltage relay sticking. After the driver presses the emergency stop linkage switch (20), the motor controller (30) will enter a safe state to ensure safe stopping.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, specifically to a vehicle emergency braking control circuit and a vehicle. Background Technology

[0002] During the trial production of pure electric prototype vehicles, if the software maturity of power components such as vehicle controller and motor controller (30) is not high, it cannot be guaranteed that the output torque meets the driver's request. Once the actual output torque value is significantly different from the driver's requested value, unexpected acceleration or deceleration will occur. At best, the vehicle will lose control and be damaged; at worst, the driver's life will be threatened.

[0003] In the existing technology, the parking signal transmission path is as follows: the driver issues a parking command, the VCU receives the request, the motor controller (30) receives the torque reduction request from the VCU, the motor controller (30) executes the VCU's state transition request, and the motor controller (30) is in Standby mode, etc. Under normal circumstances, if the vehicle malfunctions during driving, the driver will trigger the high-voltage power-off switch in the cab to forcibly cut off the high-voltage power supply circuit, thereby stopping the torque output and forcing the vehicle to stop. However, since the emergency stop operation of forcibly disconnecting the main relay is prone to causing the high-voltage relay to stick, once the main relay sticks, the purpose of disconnecting the high-voltage power will not be achieved.

[0004] Meanwhile, when the vehicle is traveling at low speed (default: not higher than 5 kph), if abnormal torque is detected, the motor controller (30) will report an error, the vehicle controller will also report an error, and the corresponding warning light will alert the driver to stop. Due to the low vehicle speed, the damage is minimal. This operation is a conventional fault diagnosis and handling mechanism, which largely depends on the maturity of the software. However, the cause of the fault itself comes from the immaturity of the software, so this solution itself is not a reliable solution.

[0005] Therefore, it is necessary to provide a solution to the technical problem in the prior art where emergency stop operations easily cause high-voltage relay sticking, thus failing to ensure safe stopping. Summary of the Invention

[0006] In order to solve the technical problem that emergency stop operations in the prior art can easily cause high-voltage relay sticking and thus fail to ensure safe stopping, the present invention proposes a vehicle emergency braking control circuit and a vehicle, which is specifically implemented by the following technical solution.

[0007] This invention provides a vehicle emergency braking control circuit, comprising:

[0008] power supply;

[0009] An emergency stop linkage switch is provided with a normally closed contact and a normally open contact. The first end of the normally closed contact is connected to the power supply, the first end of the normally open contact is grounded, and the second end of the normally open contact is connected to the second end of the normally closed contact.

[0010] A motor controller is connected to the second end of the normally open contact and the second end of the normally closed contact, respectively. The motor controller is used to control the vehicle to enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch when the normally open contact is closed.

[0011] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the motor controller includes a filter circuit and a control circuit. The input terminal of the filter circuit is connected to the second terminal of the normally open contact and the second terminal of the normally closed contact, respectively. The output terminal of the filter circuit is connected to the control circuit. The control circuit is used to control the vehicle to enter the preset state according to the emergency stop signal issued by the emergency stop linkage switch when the normally open contact is closed.

[0012] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the filter circuit includes a resistor and a capacitor, the first end of the resistor, the first end of the capacitor, the second end of the normally open contact, the second end of the normally closed contact and the control circuit are connected, and the second end of the resistor and the second end of the capacitor are both grounded.

[0013] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the control circuit includes a first AND gate circuit, a NOT gate circuit, an OR gate circuit and a phase switch driver.

[0014] The first input terminal of the first AND gate is connected to the filter circuit, the output terminal of the first AND gate is connected to the input terminal of the NOT gate, the output terminal of the NOT gate is connected to the first input terminal of the OR gate, the output terminal of the OR gate is connected to the phase switch driver, and the phase switch driver is also connected to the bridge drive circuit. The phase switch driver is used to control the upper three bridges of the bridge drive circuit to be turned on and the lower three bridges to be turned off when a high-level signal is received.

[0015] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the second input terminal of the first AND gate circuit is used to receive an indication signal indicating that the vehicle has entered an emergency stop state.

[0016] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the indication signal includes a collision signal generated when a vehicle collision occurs.

[0017] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the control circuit further includes a discharge control circuit, which is connected to the output terminal of the first AND gate circuit, and the discharge control circuit is used to actively discharge when a low-level signal is received.

[0018] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the control circuit further includes a PWM generator and a second AND gate circuit;

[0019] The first input terminal of the second AND gate is connected to the PWM generator, the second input terminal of the second AND gate is connected to the output terminal of the first AND gate, and the output terminal of the second AND gate is connected to the phase switch driver.

[0020] The PWM generator is also connected to the second input terminal of the OR gate circuit.

[0021] A further improvement of the vehicle emergency braking control circuit provided by the present invention is that the control circuit includes a processor connected to the filter circuit, and the processor is used to monitor the high-voltage relay according to the emergency stop signal.

[0022] In addition, the present invention also provides a vehicle, including a bridge drive circuit and a vehicle emergency braking control circuit. The motor controller of the vehicle emergency braking control circuit is connected to the bridge drive circuit. The motor controller is used to control the bridge drive circuit to make the vehicle enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch when the normally open contact is closed.

[0023] By adopting the above technical solution, the vehicle emergency braking control circuit provided by the present invention and the vehicle power-off control via hardware signals will not experience high-voltage relay sticking. After the driver presses the emergency stop linkage switch, the motor controller will enter a safe state to ensure safe stopping. Compared with the prior art, the present invention adds an emergency stop switch, which is directly connected to the low-voltage signal trigger terminal of the motor controller. When the motor controller receives a low level, it will directly enter a safe state. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 is a circuit diagram of the vehicle emergency braking control circuit provided in Embodiment 1 of the present invention.

[0026] Figure 2 is a circuit connection diagram of the bridge drive circuit and the motor controller in Embodiment 1 of the present invention. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0028] In order to solve the technical problem that emergency stop operations in the prior art can easily cause high-voltage relay sticking and thus fail to ensure safe stopping, the present invention proposes a vehicle emergency braking control circuit and a vehicle, which is specifically implemented by the following technical solution.

[0029] Example 1:

[0030] Referring to Figure 1 to Figure 2 As shown, the vehicle emergency braking control circuit proposed in this invention includes: a power supply 10;

[0031] Emergency stop linkage switch 20 has a normally closed contact A1 and a normally open contact A2. The first end of the normally closed contact A1 is connected to the power supply 10, the first end of the normally open contact A2 is grounded, and the second end of the normally open contact A2 is connected to the second end of the normally closed contact A1.

[0032] The motor controller 30 is connected to the second end of the normally open contact A2 and the second end of the normally closed contact A1 respectively. The motor controller 30 is used to control the vehicle to enter the preset state according to the emergency stop signal issued by the emergency stop linkage switch 20 when the normally open contact A2 is closed.

[0033] In this embodiment 1, the preset state is the safe state. An emergency stop linkage switch 20 is added to this embodiment 1. The emergency stop linkage switch 20 is directly connected to the motor controller 30. When the normally open contact A2 of the emergency stop linkage switch 20 closes, it triggers the motor controller 30 to directly enter the preset state. When the vehicle is running normally, the normally closed contact A1 is closed, and the normally open contact A2 is open. The power supply 10 is electrically connected to the motor controller 30, and the motor controller 30 receives a high-level signal. When the driver presses the emergency stop linkage switch 20, the normally closed contact A1 and the normally open contact A2 of the emergency stop linkage switch 20 can act simultaneously. The normally closed contact A1 opens, thus cutting off the electrical connection between the power supply 10 and the motor controller 30. The normally open contact A2 closes, allowing the motor controller 30 to be directly grounded, meaning the motor controller 30 can receive a low-level signal. This low-level signal is the emergency stop signal, and the motor controller 30 thus enters the preset state, controlling the vehicle to stop safely.

[0034] In this embodiment 1, the voltage of power supply 10 is 12V. The emergency stop linkage switch 20 added in this embodiment 1 connects the low-voltage power supply 10 (equivalent to a high level) and the ground level (equivalent to a low level). The emergency stop linkage switch 20 is also directly connected to the hardware circuit of the motor controller 30 via a low-voltage connector. In this embodiment 1, the trigger signal of the motor controller 30 is the output signal of the emergency stop linkage switch 20. The output signal of the emergency stop linkage switch 20 is generated after the driver determines that the emergency stop linkage switch 20 needs to be triggered based on the vehicle's operating status. After receiving the trigger signal, the motor controller 30 directly determines to enter a safe state through the safety logic circuit. This process does not rely on the maturity of the software; it is purely controlled by hardware signals. It can be seen that the emergency stop linkage switch 20 added in this embodiment 1 is installed in the low-voltage circuit, and the current passing through it is a low-voltage current. Therefore, the main relay will not stick due to a large current. The connection circuit of the emergency stop linkage switch 20 is independent of the high-voltage circuit where the main relay at the battery end is located. The solution in this embodiment 1, which directly triggers the safety mechanism of the motor controller 30 through the output signal of the emergency stop linkage switch 20, is more reliable. After the driver presses the emergency stop linkage switch 20, the emergency stop linkage switch 20 transmits an emergency stop signal (low-level signal) to the motor controller 30, and the motor controller 30 responds to the emergency stop signal and enters a safe state.

[0035] In Figure 1, the emergency stop linkage switch 20 is in the default state of not being pressed. The emergency stop linkage switch 20 has two input signals, one connected to power supply 10 and the other grounded. The switch is internally designed with two separate input signals connected to power supply 10 and ground respectively. The output signal of the emergency stop linkage switch 20 is transmitted to the low-voltage pin of the motor controller 30. The motor controller 30 receives the output level signal of the emergency stop linkage switch 20 through the low-voltage pin.

[0036] When the emergency stop linkage switch 20 is not pressed, the emergency stop linkage switch 20 outputs a high-level 12V signal, and the motor controller 30 does not perform any action, that is, the motor controller 30 will work normally; when the driver presses the emergency stop linkage switch 20, the output signal of the emergency stop linkage switch 20 is a low-level signal, and the motor controller 30 enters a safe state (i.e., ASC state) after a series of actions.

[0037] Furthermore, the motor controller 30 includes a filter circuit 31 and a control circuit 32. The input terminal of the filter circuit 31 is connected to the second terminal of the normally open contact A2 and the second terminal of the normally closed contact A1, respectively. The output terminal of the filter circuit 31 is connected to the control circuit 32. The control circuit 32 is used to control the vehicle to enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch 20 when the normally open contact A2 is closed.

[0038] Furthermore, the filter circuit 31 includes a resistor R and a capacitor C. The first end of the resistor R, the first end of the capacitor C, the second end of the normally open contact A2, the second end of the normally closed contact A1, and the control circuit 32 are connected. The second end of the resistor R and the second end of the capacitor C are both grounded.

[0039] Furthermore, the control circuit 32 includes a first AND gate circuit 41, a NOT gate circuit 42, an OR gate circuit 43, and a phase switch driver 44; the first input terminal of the first AND gate circuit 41 is connected to the filter circuit 31, the output terminal of the first AND gate circuit 41 is connected to the input terminal of the NOT gate circuit 42, the output terminal of the NOT gate circuit 42 is connected to the first input terminal of the OR gate circuit 43, the output terminal of the OR gate circuit 43 is connected to the phase switch driver 44, and the phase switch driver 44 is also connected to the bridge drive circuit 50. The phase switch driver 44 is used to control the upper three bridges of the bridge drive circuit 50 to be turned on and the lower three bridges to be turned off when a high-level signal is received.

[0040] In this embodiment 1, when the driver presses the emergency stop linkage switch 20, the motor controller 30 can receive a low level. Specifically, the low level signal is transmitted to the first input terminal of the first AND gate circuit 41 after passing through the filter circuit 31. The first AND gate circuit 41 outputs a low level signal, the NOT gate circuit 42 receives the low level signal and outputs a high level signal, the OR gate circuit 43 receives the high level signal, the OR gate circuit 43 outputs a high level signal and triggers the phase switch driver 44. The phase switch driver 44 controls the upper three bridges of the bridge drive circuit 50 to be turned on and the lower three bridges to be turned off, that is, the switch transistors Q1, Q2 and Q3 are turned on, and the switch transistors Q4, Q5 and Q6 are turned off, entering the preset state (safe state).

[0041] Furthermore, the second input of the first AND gate circuit 41 is used to receive an indication signal indicating that the vehicle has entered an emergency stop state. Furthermore, the indication signal includes a collision signal generated when a vehicle collision occurs. The indication signal in this embodiment 1 can also trigger the motor controller 30, causing the motor controller 30 to enter a preset state.

[0042] Furthermore, the control circuit 32 also includes a discharge control circuit 45, which is connected to the output of the first AND gate circuit 41. The discharge control circuit 45 is used to actively discharge when a low-level signal is received. In this embodiment 1, if the high-voltage main relay is detected to be open, an active discharge action will be performed directly. Specifically, the status signal of the high-voltage main relay is obtained through CAN communication, thereby determining the status of the high-voltage main relay. When the signal is "open", it indicates that the high-voltage main relay is open. Even if the status signal of the high-voltage main relay is not obtained, the MCU will attempt to actively discharge until multiple (3 times in this embodiment 1) discharge failures occur.

[0043] CAN communication is achieved through twisted-pair cables. Each component requiring CAN communication has a CAN connector. Through the CANH and CANL lines, it connects to the CAN network and links to nodes such as the Battery Energy Control Module (BECM), Vehicle Control Unit (VCU), and Vehicle Microcontroller (MCU). These nodes can communicate with each other. The status of the high-voltage main relay can be sent out by the BECM as the signal HvSysRlySts. The MCU can then determine the status of the high-voltage relay from the signal value of HvSysRlySts (which includes open, closed, etc.).

[0044] Active discharge, as the name suggests, is the active release of energy stored in a high-voltage energy storage device. During normal operation of a high-voltage system, such as an MCU, the internal energy storage capacitor stores a large amount of energy. When the power is disconnected, due to the characteristics of the capacitor, the stored energy does not disappear immediately. Because the energy level is too high, it is desirable for it to release its stored energy quickly, so other energy-consuming components or electrical appliances are artificially added. This is the origin of active discharge. In other words, the energy released by the MCU includes the energy in the entire high-voltage power system circuit, including itself.

[0045] Furthermore, the control circuit 32 also includes a PWM generator 46 and a second AND gate circuit 47; the first input terminal of the second AND gate circuit 47 is connected to the PWM generator 46, the second input terminal of the second AND gate circuit 47 is connected to the output terminal of the first AND gate circuit 41, and the output terminal of the second AND gate circuit 47 is connected to the phase switch driver 44; the PWM generator 46 is also connected to the second input terminal of the OR gate circuit 43.

[0046] In this embodiment 1, the PWM generator 46 is used to generate a PWM drive signal, which controls the bridge drive circuit 50. The second AND gate circuit 47 is used to filter the PWM signal to avoid conflicts caused by the PWM signal when the emergency stop linkage switch 20 is not pressed.

[0047] If the output of PWM generator 46 is 0, then the output of the second AND gate circuit 47 will definitely be 0. However, if the output of PWM generator 46 is "1", the output of the second AND gate circuit 47 will only be "1" if the emergency stop signal is not triggered; and as long as the emergency stop signal is triggered, it will eventually activate ASC through the OR gate. Therefore, the design of the second AND gate circuit 47 ensures in principle that there cannot be contradictory outputs from the two factors that trigger the ASC state.

[0048] Furthermore, the control circuit 32 includes a processor 48, which is connected to the filter circuit 31. The processor 48 is used to monitor the high-voltage relay according to the emergency stop signal. In this embodiment 1, there is also a monitoring action at the software level (if the software can work normally), that is, the emergency stop signal will be transmitted to the processor 48 (CPU) and enter the "Error state" state for monitoring.

[0049] The CPU is the central processing unit. Entering "ASC" (Automatic Sentence Correction) during vehicle operation can be caused by various factors, such as overheating, abnormal torque accuracy, or abnormal speed. Each error corresponds to a different fault code, and different faults correspond to different fault handling mechanisms. The CPU monitors whether the motor controller has entered a reasonable and correct state at this time, and simultaneously records the fault.

[0050] Example 2:

[0051] This embodiment 2 provides a vehicle, including a bridge drive circuit 50 and a vehicle emergency braking control circuit as in embodiment 1. The motor controller 30 of the vehicle emergency braking control circuit is connected to the bridge drive circuit 50. The motor controller 30 is used to control the bridge drive circuit 50 to make the vehicle enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch 20 when the normally open contact A2 is closed.

[0052] In this embodiment 2, the preset state is a safe state. An emergency stop linkage switch 20 is added to this embodiment 2. The emergency stop linkage switch 20 is directly connected to the motor controller 30. When the normally open contact A2 of the emergency stop linkage switch 20 closes, the motor controller 30 is triggered to directly enter the preset state. In this embodiment 2, the trigger signal of the motor controller 30 is the output signal of the emergency stop linkage switch 20. The output signal of the emergency stop linkage switch 20 is generated after the driver determines that the emergency stop linkage switch 20 needs to be triggered based on the vehicle's operating status. After receiving the trigger signal, the motor controller 30 directly determines to enter the safe state through the safety logic circuit. This process does not rely on the maturity of the software; it is purely controlled by hardware signals. It can be seen that the emergency stop linkage switch 20 added in this embodiment 2 is installed in a low-voltage circuit, and the current passing through it is a low-voltage current. Therefore, the main relay will not stick due to high current. The connection circuit of the emergency stop linkage switch 20 is independent of the high-voltage circuit where the main relay at the battery end is located. The solution in this embodiment 2, which directly triggers the safety mechanism of the motor controller 30 through the output signal of the emergency stop linkage switch 20, is more reliable. After the driver presses the emergency stop linkage switch 20, the emergency stop linkage switch 20 transmits an emergency stop signal (low-level signal) to the motor controller 30, and the motor controller 30 responds to the emergency stop signal and enters a safe state.

[0053] This invention uses hardware signals for power-off control, which avoids the problem of high-voltage relay sticking. When the driver presses the emergency stop linkage switch, the motor controller will enter a safe state to ensure safe stopping. Compared with the prior art, this invention adds an emergency stop switch that is directly connected to the low-voltage signal trigger terminal of the motor controller. When the motor controller receives a low level, it will directly enter a safe state.

[0054] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle emergency braking control circuit, characterized in that, include: Power supply (10); An emergency stop linkage switch (20) is provided with a normally closed contact (A1) and a normally open contact (A2). The first end of the normally closed contact (A1) is connected to the power supply (10), the first end of the normally open contact (A2) is grounded, and the second end of the normally open contact (A2) is connected to the second end of the normally closed contact (A1). The motor controller (30) is connected to the second end of the normally open contact (A2) and the second end of the normally closed contact (A1) respectively. The motor controller (30) is used to control the vehicle to enter a preset state according to the emergency stop signal issued by the emergency stop linkage switch (20) when the normally open contact (A2) is closed. The motor controller (30) includes a filter circuit (31) and a control circuit (32). The input terminal of the filter circuit (31) is connected to the second terminal of the normally open contact (A2) and the second terminal of the normally closed contact (A1), respectively. The output terminal of the filter circuit (31) is connected to the control circuit (32). The control circuit (32) is used to control the vehicle to enter the preset state according to the emergency stop signal issued by the emergency stop linkage switch (20) when the normally open contact (A2) is closed. The control circuit (32) includes a first AND gate circuit (41), a NOT gate circuit (42), an OR gate circuit (43), and a phase switch driver. (44); The first input terminal of the first AND gate (41) is connected to the filter circuit (31), the output terminal of the first AND gate (41) is connected to the input terminal of the NOT gate (42), the output terminal of the NOT gate (42) is connected to the first input terminal of the OR gate (43), the output terminal of the OR gate (43) is connected to the phase switch driver (44), the phase switch driver (44) is also connected to the bridge drive circuit (50), and the phase switch driver (44) is used to control the upper three bridges of the bridge drive circuit (50) to be turned on and the lower three bridges to be turned off when a high-level signal is received.

2. The vehicle emergency braking control circuit as described in claim 1, characterized in that, The filter circuit (31) includes a resistor (R) and a capacitor (C). The first end of the resistor (R), the first end of the capacitor (C), the second end of the normally open contact (A2), the second end of the normally closed contact (A1) and the control circuit (32) are connected. The second end of the resistor (R) and the second end of the capacitor (C) are both grounded.

3. The vehicle emergency braking control circuit as described in claim 1, characterized in that, The second input terminal of the first AND gate circuit (41) is used to receive an indication signal indicating that the vehicle has entered an emergency stop state.

4. The vehicle emergency braking control circuit as described in claim 3, characterized in that, The indication signal includes a collision signal generated when a vehicle collision occurs.

5. The vehicle emergency braking control circuit as described in claim 1, characterized in that, The control circuit (32) further includes a discharge control circuit (45), which is connected to the output of the first AND gate circuit (41). The discharge control circuit (45) is used to actively discharge when a low-level signal is received.

6. The vehicle emergency braking control circuit as described in claim 1, characterized in that, The control circuit (32) also includes a PWM generator (46) and a second AND gate circuit (47); The first input terminal of the second AND gate circuit (47) is connected to the PWM generator (46), the second input terminal of the second AND gate circuit (47) is connected to the output terminal of the first AND gate circuit (41), and the output terminal of the second AND gate circuit (47) is connected to the phase switch driver (44). The PWM generator (46) is also connected to the second input terminal of the OR gate circuit (43).

7. The vehicle emergency braking control circuit as described in claim 2, characterized in that, The control circuit (32) includes a processor (48) connected to the filter circuit (31), and the processor (48) is used to monitor the high-voltage relay according to the emergency stop signal.

8. A vehicle, characterized in that, The system includes a bridge drive circuit (50) and a vehicle emergency braking control circuit as described in any one of claims 1 to 7. The motor controller (30) of the vehicle emergency braking control circuit is connected to the bridge drive circuit (50). The motor controller (30) is used to control the bridge drive circuit (50) to bring the vehicle into a preset state according to the emergency stop signal issued by the emergency stop linkage switch (20) when the normally open contact (A2) is closed.

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