Power supply control device for collision unlocking of traffic vehicle

Abstract

The invention provides a power supply control device for collision unlocking of a traffic vehicle, and aims to improve the success rate of collision unlocking and reduce the capacity of a redundant power supply at the same time, the device comprises a main power supply, a standby power supply and a controller, the main power supply supplies power to a safety load and a non-safety load of the traffic vehicle, and the standby power supply supplies power to the controller. The standby power supply supplies power to the safety load when the main power supply breaks down, the controller controls the main power supply to stop supplying power to the non-safety load after receiving the collision signal, power supply to the safety load such as a door lock actuator is ensured, and therefore the door lock is driven to be unlocked. According to the device, the safety of a collision unlocking function is effectively improved, the capacity requirement of a standby power supply is reduced, and the problems of cost and arrangement are solved.

Description

Technical Field

[0001] The present application relates to the technical field of power supply control for transportation vehicles, and in particular to a power supply control device for collision unlocking of transportation vehicles. Background Art

[0002] For transportation vehicles with automatic locking and hidden door handles, including but not limited to vehicles and aircraft, the doors of the transportation vehicles will automatically lock while the transportation vehicles are in motion, and the door handles will retract; when a collision occurs, the doors of the transportation vehicles need to be automatically unlocked and the hidden door handles need to pop open to facilitate the rescue of people in the transportation vehicles. However, when a serious collision occurs in a transportation vehicle, the power supply circuit of the controller that controls the door locks and hidden door handles may malfunction, such as a short circuit in the power supply circuit, resulting in the failure of the automatic unlocking function and the automatic pop-up function of the door handles. To address this issue, some transportation vehicles increase the unlocking success rate by adding a backup power supply for unlocking. However, with the integration of the controllers of transportation vehicles and the increase in configuration, the capacity of the backup power supply becomes larger and larger, resulting in an increase in cost and difficulties in overall layout. Summary of the invention

[0003] The purpose of the present application is to provide a power supply control device for collision unlocking of a traffic vehicle, which improves the success rate of collision unlocking while reducing the capacity of a redundant power supply.

[0004] To achieve the above-mentioned purpose, the embodiment of the present application provides a power supply control device for collision unlocking of a traffic vehicle, comprising:

[0005] A main power supply, used to supply power to safety loads and non-safety loads of a transportation vehicle; the non-safety loads refer to loads that are not necessary for the safe operation of the transportation vehicle, and the safety loads refer to loads that are necessary for the safe operation of the transportation vehicle;

[0006] A backup power supply, used to supply power to the safety load of the transportation vehicle when the main power supply fails; the safety load at least includes a door lock actuator;

[0007] A controller for receiving and controlling the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then controlling the door lock actuator to drive the door lock to unlock, or receiving and controlling the door lock actuator to drive the door lock to unlock according to a collision signal when the backup power supply supplies power to the safety load.

[0008] The embodiments of the present application have the following beneficial effects:

[0009] The embodiment of the present application divides the traffic vehicle load into safety load and non-safety load. The safety load is necessary for the safe operation of the traffic vehicle, such as the door lock actuator; the non-safety load is not necessary, such as the air conditioner and the seat heating component. When the main power supply is normal, the controller will immediately control the main power supply to stop supplying power to the non-safety load after receiving the collision signal, so that the power of the main power supply can be used for the safety load first, thereby ensuring that the safety loads such as the door lock actuator can get enough power supply at the critical moment, thereby improving the success rate of automatic unlocking of the traffic vehicle in the event of a collision. When the main power supply fails, the backup power supply will take over the power supply of the safety load to ensure the automatic unlocking of the traffic vehicle in the event of a collision and the safe operation of the traffic vehicle. The backup power supply does not need to provide power for the non-safety load, so its capacity can be relatively small, and it only needs to meet the needs of the safety load, thereby reducing the cost and difficulty of the overall layout.

[0010] In summary, the embodiments of the present application not only ensure the safety of transportation vehicles in the event of a collision, but also effectively reduce the capacity requirements of the backup power supply through intelligent power supply control and load differentiation strategies, thereby achieving dual optimization of cost and efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 This is a schematic diagram of a power supply control device for collision unlocking of a transportation vehicle in an embodiment of the present application.

[0013] Figure 2 is a circuit diagram of an electronic fuse in an embodiment of the present application.

[0014] Figure 3 Detailed description of the invention The invention is a circuit diagram of a power supply control device for collision unlocking of a transportation vehicle in an embodiment of the present application.

[0015] Figure 4 This is a schematic diagram of the controller receiving a collision signal in an embodiment of the present application. DETAILED DESCRIPTION

[0016] The detailed description of the drawings is intended as an illustration of the current embodiment of the present application, and is not intended to represent the only form in which the present application can be implemented. It should be understood that the same or equivalent functions can be accomplished by different embodiments intended to be included in the spirit and scope of the present application.

[0017] See also Figure 1An embodiment of the present application provides a power supply control device for collision unlocking of a transportation vehicle, including a main power supply, a backup power supply and a controller; the transportation vehicle includes but is not limited to vehicles, aircraft and other vehicles.

[0018] The main power supply is used to power the safety load and non-safety load of the transportation vehicle; the device of this embodiment divides the transportation vehicle load into safety load and non-safety load, the non-safety load refers to the load that is not necessary for the safe operation of the transportation vehicle, such as door lock actuators, and the safety load refers to the load that is necessary for the safe operation of the transportation vehicle, such as air-conditioning controllers, sensors and actuators, host computers, instruments, seat controllers, sensors and actuators, etc. This distinction ensures that the power supply of safety loads can be prioritized in the event of a collision.

[0019] The backup power supply is used to supply power to the safety load of the transportation vehicle when the main power supply fails; in the device of this embodiment, the safety load includes at least a door lock actuator; it should be noted that the configuration of the backup power supply is to ensure the safe operation of the transportation vehicle. In order to reduce costs and difficulty of layout, it only supplies power to the safety load and does not supply power to non-safety loads.

[0020] The controller is used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the door lock actuator to drive the door lock to unlock, or, when the backup power supply supplies power to the safety load, receive and control the door lock actuator to drive the door lock to unlock according to a collision signal.

[0021] Specifically, when the main power supply is normal, after receiving a collision signal, the controller will control the main power supply to stop supplying power to the non-safety load, so that the power of the main power supply can be used first to power the safety load, thereby ensuring that safety loads such as door lock actuators can obtain sufficient power supply at critical moments, thereby improving the success rate of automatic unlocking of transportation vehicles in collision situations.

[0022] When the main power supply fails, the backup power supply will take over the power supply of the safety load, ensuring that the automatic unlocking function can operate normally and the key safety systems of the transportation vehicle can continue to operate in the event of a collision. This design improves the safety performance of the transportation vehicle in emergency situations and ensures that even if the power system is damaged, the occupants in the transportation vehicle can still receive timely rescue, thereby improving the overall safety and reliability of the transportation vehicle.

[0023] In summary, the device of this embodiment not only ensures the safety of the transportation vehicle in the event of a collision, but also effectively reduces the capacity requirement of the backup power supply through intelligent power supply control and load differentiation strategy, thereby achieving dual optimization of cost and efficiency.

[0024] In some embodiments, Figure 2 As shown, the safety load and the non-safety load can be configured with an electronic fuse (Efuse), and the Efuse is connected in series on the power supply input side of the load. One Efuse can be used to control the power distribution of one or more loads. The controller can control the main power supply to stop supplying power to the non-safety load by controlling the Efuse corresponding to the non-safety load, so that in the event of a collision, the power supply of non-critical loads can be quickly cut off to ensure that critical safety loads such as door lock actuators can obtain sufficient power supply, thereby improving the success rate of door unlocking of transportation vehicles and ensuring the safety of people in transportation vehicles.

[0025] In some embodiments, Figure 3 As shown, the main power supply ( Figure 3 KL30) and the safety load ( Figure 3 KL30_LOAD) are connected by a first switch component, wherein the first switch component includes a first diode ( Figure 3 D1), the first N-MOSFET switch ( Figure 3 NMOS1) and the first control unit (LM74700 model controller);

[0026] The source of the first N-MOSFET switch is connected to the main power supply, the drain of the first N-MOSFET switch is connected to the safety load, and the gate of the first N-MOSFET switch is connected to the first control unit;

[0027] An anode of the first diode is connected to a source of the first N-MOSFET switch, and a cathode of the first diode is connected to a drain of the first N-MOSFET switch;

[0028] The first control unit is also connected to the controller, and is used to receive and control the first N-MOSFET switch to be turned on or off according to a control signal from the controller.

[0029] Specifically, when the traffic vehicle operates normally, the control unit keeps the first N-MOSFET switch in the on state, allowing the main power supply (KL30) to supply power to the safety load (KL30_LOAD), and the first diode prevents any reverse current from flowing back to the main power supply. In the case of needing to switch from the main power supply to the backup power supply, the first control unit turns off the first N-MOSFET switch according to the control signal of the controller, and then the controller activates the backup power supply, allowing the backup power supply to supply power to the load.

[0030] The first switch component adopts the design of "O-Ring + power MOSFET switch". The presence of the first diode ensures that the current can only flow from the main power supply to the safety load, preventing the current from flowing in the opposite direction. When the backup power supply is working, the energy stored in the backup power supply will not be released to the main power supply due to the reverse current. In the case of a short circuit in the safety load, the first N-MOSFET switch will not be damaged due to excessive current before the electronic fuse (Efuse) is activated. This is because the first diode provides a low-impedance path when the current is reversed, thereby protecting the first N-MOSFET switch. Through the design of the first switch component, the safety load of the transportation vehicle can operate stably when the main power supply is working normally. At the same time, when there is a problem with the power supply or the load, it can also effectively protect the circuit components to ensure that the safety of the transportation vehicle is not affected.

[0031] In some embodiments, Figure 3 As shown, the backup power supply is connected to the safety load via a second switch component, and the second switch component includes a second diode ( Figure 3 D2), the second N-MOSFET switch ( Figure 3 NMOS2), the third diode ( Figure 3 D3), ​​the third N-MOSFET switch ( Figure 3 NMOS3 in the middle) and the second control unit (LM74720 model controller);

[0032] The source of the second N-MOSFET switch is connected to the backup power supply, the drain of the second N-MOSFET switch is connected to the source of the third N-MOSFET switch, the drain of the third N-MOSFET switch is connected to the safety load, and the gate of the second N-MOSFET switch and the gate of the third N-MOSFET switch are both connected to the second control unit;

[0033] An anode of the second diode is connected to a source of the second N-MOSFET switch, and a cathode of the second diode is connected to a drain of the second N-MOSFET switch;

[0034] The cathode of the third diode is connected to the source of the third N-MOSFET switch, and the anode of the third diode is connected to the drain of the third N-MOSFET switch;

[0035] The second control unit is also connected to the controller (MCU), and the second control unit is used to receive and control the second N-MOSFET switch and the third N-MOSFET switch to turn on or off according to a control signal from the controller.

[0036] Specifically, when the transportation vehicle is in normal working condition, the second control unit keeps the second N-MOSFET switch and the third N-MOSFET switch in the off state, so that even if there is a large current on the safety load (KL30_LOAD), it will not be fed back to the backup power supply, thereby protecting the backup power supply from damage; if the main power supply (KL30) is disconnected or short-circuited during a collision, due to the presence of the second switch component, the backup power supply can independently supply power to the safety load to ensure that the door unlocking and other safety functions of the transportation vehicle can be realized. Through this "O-Ring + back-to-back MOSFET switch" design, the transportation vehicle can maintain a stable power supply to the safety load under different power supply states, while protecting the backup power supply from damage, thereby improving the safety performance and reliability of the transportation vehicle.

[0037] In some embodiments, a charging circuit is further included, the backup power supply is a super capacitor, and the charging circuit is used to charge the super capacitor.

[0038] Specifically, the generator or DCDC converter of the transportation vehicle provides charging energy to the charging circuit, and the charging circuit charges the supercapacitor through an appropriate control circuit. The charging circuit includes, for example, a charging controller, a voltage regulator and other necessary electronic components to ensure that the supercapacitor is charged in a safe and efficient manner.

[0039] In some embodiments, Figure 3 As shown, the charging circuit includes a first P-MOSFET switch ( Figure 3 PMOS1 in the middle), the second P-MOSFET switch ( Figure 3 PMOS2 in the middle), the fourth diode ( Figure 3 D4), the fifth diode ( Figure 3 D5), the first resistor ( Figure 3 R1), the second resistor ( Figure 3 R2), the third resistor ( Figure 3 R3), the fourth resistor ( Figure 3 R4), inductor ( Figure 3 Middle L) and DCDC_BUCK control chip;

[0040] The drain of the first P-MOSFET switch is connected to the output of the generator or the DC-DC converter, the source of the first P-MOSFET switch is connected to the enable port of the DCDC_BUCK control chip, the gate of the first P-MOSFET switch is connected to the first end of the first resistor and the first end of the second resistor, the second end of the first resistor is grounded, and the second end of the second resistor is connected to the source of the first P-MOSFET switch;

[0041] The source of the second P-MOSFET switch is connected to the drain of the first N-MOSFET switch, the drain of the second P-MOSFET switch is connected to the first end of the inductor, the second end of the inductor is connected to the first end of the third resistor and the supercapacitor, the second end of the third resistor is connected to the first end of the fourth resistor and the feedback signal port of the DCDC_BUCK control chip, and the second end of the fourth resistor is grounded; the voltage input port of the DCDC_BUCK control chip is connected to the drain of the first N-MOSFET switch, and the power signal output port of the DCDC_BUCK control chip is connected to the gate of the second P-MOSFET switch;

[0042] The anode of the fourth diode is connected to the drain of the second P-MOSFET switch, and the cathode of the fourth diode is connected to the source of the second P-MOSFET switch; the anode of the fourth diode is grounded, and the cathode of the fourth diode is connected to the drain of the second P-MOSFET switch.

[0043] Specifically, the charging circuit can be used to charge a supercapacitor, wherein the first P-MOSFET switch is used to control the power input of the charging circuit, and its drain is connected to the output of a generator or a DC-DC converter ( Figure 3KL15 in the figure), its source is connected to the enable port of the DCDC_BUCK control chip, and the gate is connected to the source through the first resistor and the second resistor to form a control loop. The DCDC_BUCK control chip is a buck converter control chip used to adjust the charging voltage and current. Its voltage input port (VIN) is connected to the drain of the first N-MOSFET switch, and the power signal output port (PGATE) is connected to the gate of the second P-MOSFET switch to control the on and off of the second P-MOSFET switch. The inductor is used to store energy and smooth the current during the charging process. The fourth diode is connected in parallel with the second P-MOSFET switch to provide a discharge path for the inductor when the switch is turned off to prevent voltage kickback. The third resistor and the fourth resistor form a feedback network for monitoring and controlling the charging process. The third resistor and the fourth resistor are connected to the feedback signal port of the DCDC_BUCK control chip to form a closed-loop control system to ensure that the charging voltage and current remain within the set range.

[0044] When the ignition switch is in the ON position, the first P-MOSFET switch is closed to allow power input. The DCDC_BUCK control chip adjusts the on and off of the second P-MOSFET switch according to the feedback signal, thereby controlling the energy transfer between the inductor and the supercapacitor. The inductor is charged when the second P-MOSFET switch is turned on, and discharges through the fourth diode when the switch is turned off, transferring energy to the supercapacitor. In this way, the supercapacitor is gradually charged, and the voltage and current are controlled within a safe range. The design of the charging circuit ensures that the supercapacitor can be charged safely and effectively during the operation of the transportation vehicle, providing backup power for the transportation vehicle in an emergency.

[0045] Further, in Figure 3 In the embodiment, the AFE chip is responsible for collecting the current, voltage and temperature of the overcapacitor and providing an overcapacitor balancing function; the SBC chip provides power for the controller (MCU) of the device of this embodiment, has a watchdog function, and supports the CAN FD communication function.

[0046] In some embodiments, the collision signal is a hard-wired signal output by a collision sensor or a CAN bus signal output by an airbag system.

[0047] Specifically, when a traffic vehicle collides, the collision sensor detects the occurrence of a collision event. The collision sensor sends a PWM wave collision signal to the airbag system (SRS) and the controller through a hard line. The SRS will detonate the airbag according to its own needs, and at the same time broadcast the collision event signal (SRS_CrashSt) to other ECUs (including the controller of the device of this embodiment) through the CAN bus. SRS_CrashSt=1 indicates that a traffic vehicle collision event has occurred; SRS_CrashSt=0 indicates that a traffic vehicle collision event has not occurred. After receiving SRS_CrashSt, other ECUs will perform related functional controls. For example, the VCU (vehicle controller) will control the entire vehicle to lower high pressure, and the EMS of a fuel vehicle will cut off the fuel supply, etc., to prevent secondary accidents.

[0048] In some embodiments, the safety load of some transportation vehicles also includes a hidden door handle actuator;

[0049] The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the hidden door handle actuator to drive the hidden door handle to extend, or, when the backup power supply supplies power to the safety load, receive and control the hidden door handle actuator to drive the hidden door handle to extend according to a collision signal.

[0050] Specifically, after the device of this embodiment stops supplying power to non-safety loads, the controller will then control the hidden door handle actuator to drive the hidden door handle to extend. This design ensures that after a collision occurs, the external operating components of the door of the transportation vehicle (i.e., the door handle) can be easily accessed by rescue personnel, thereby improving rescue efficiency.

[0051] In some embodiments, the safety load of some transportation vehicles also includes an electronic child lock actuator;

[0052] The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the electronic child lock actuator to drive the electronic child lock to unlock, or, when the backup power supply supplies power to the safety load, receive and control the electronic child lock actuator to drive the electronic child lock to unlock according to a collision signal.

[0053] Specifically, after stopping power supply to non-safety loads, the controller will control the electronic child lock actuator to drive the electronic child lock to unlock, so that after a collision, rescuers can easily open the door of the vehicle from the outside even if there is an obstruction of the child lock inside the vehicle.

[0054] In some embodiments, the safety load of some transportation vehicles also includes an electric suction door actuator;

[0055] The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the electric suction door actuator to drive the electric suction door to open, or, when the backup power supply supplies power to the safety load, receive and control the electric suction door actuator to drive the electric suction door to open according to a collision signal.

[0056] Specifically, when a collision occurs, the transport vehicle can automatically drive the electric suction door actuator to open the electric suction door, thereby providing an escape route for passengers or a way for rescue personnel to enter the transport vehicle. This automatic door opening mechanism further enhances the safety performance and rescue efficiency of the transport vehicle in emergency situations.

[0057] In some embodiments, the safety load also includes hazard warning lights;

[0058] A controller for receiving and controlling the main power supply to stop supplying power to the non-safety load according to a collision signal and then controlling the hazard warning light to turn on when the main power supply supplies power to the safety load and the non-safety load, or for receiving and controlling the hazard warning light to turn on according to a collision signal when the backup power supply supplies power to the safety load.

[0059] Specifically, a traffic vehicle can automatically turn on its hazard warning lights when a collision occurs, thereby improving the safety of the accident scene, reducing the risk of the accident vehicle being ignored by other traffic vehicles, and providing an obvious target for rescue personnel. The hazard warning lights can be turned on by flashing all external lights (headlights, taillights, turn signals) to attract the attention of surrounding traffic vehicles.

[0060] The safety loads listed above are all loads related to collision unlocking. The safety loads also include some loads that are not related to collision unlocking, such as domain controllers, SRS ECU, ESP, EPS, EPB, wipers, window motors, etc.

[0061] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A power supply control device for collision unlocking of a traffic vehicle, characterized in that: include: A main power supply, used to supply power to safety loads and non-safety loads of a transportation vehicle; the non-safety loads refer to loads that are not necessary for the safe operation of the transportation vehicle, and the safety loads refer to loads that are necessary for the safe operation of the transportation vehicle; A backup power supply, used to supply power to the safety load of the transportation vehicle when the main power supply fails; the safety load at least includes a door lock actuator; A controller for receiving and controlling the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then controlling the door lock actuator to drive the door lock to unlock, or receiving and controlling the door lock actuator to drive the door lock to unlock according to a collision signal when the backup power supply supplies power to the safety load.

2. The power supply control device according to claim 1, characterized in that: The main power supply is connected to the safety load via a first switch component, wherein the first switch component includes a first diode, a first N-MOSFET switch and a first control unit; The source of the first N-MOSFET switch is connected to the main power supply, the drain of the first N-MOSFET switch is connected to the safety load, and the gate of the first N-MOSFET switch is connected to the first control unit; An anode of the first diode is connected to a source of the first N-MOSFET switch, and a cathode of the first diode is connected to a drain of the first N-MOSFET switch; The first control unit is also connected to the controller, and is used to receive and control the first N-MOSFET switch to be turned on or off according to a control signal from the controller.

3. The power supply control device according to claim 2, characterized in that: The backup power supply is connected to the safety load via a second switch component, wherein the second switch component includes a second diode, a second N-MOSFET switch, a third diode, a third N-MOSFET switch and a second control unit; The source of the second N-MOSFET switch is connected to the backup power supply, the drain of the second N-MOSFET switch is connected to the source of the third N-MOSFET switch, the drain of the third N-MOSFET switch is connected to the safety load, and the gate of the second N-MOSFET switch and the gate of the third N-MOSFET switch are both connected to the second control unit; An anode of the second diode is connected to a source of the second N-MOSFET switch, and a cathode of the second diode is connected to a drain of the second N-MOSFET switch; The cathode of the third diode is connected to the source of the third N-MOSFET switch, and the anode of the third diode is connected to the drain of the third N-MOSFET switch; The second control unit is also connected to the controller, and is used to receive and control the second N-MOSFET switch and the third N-MOSFET switch to turn on or off according to a control signal from the controller.

4. The power supply control device according to claim 3, characterized in that: It also includes a charging circuit, the backup power supply is a super capacitor, and the charging circuit is used to charge the super capacitor.

5. The power supply control device according to claim 4, characterized in that: The charging circuit includes a first P-MOSFET switch, a second P-MOSFET switch, a fourth diode, a fifth diode, a first resistor, a second resistor, a third resistor, a fourth resistor, an inductor and a DCDC_BUCK control chip; The drain of the first P-MOSFET switch is connected to the output of the generator or the DC-DC converter, the source of the first P-MOSFET switch is connected to the enable port of the DCDC_BUCK control chip, the gate of the first P-MOSFET switch is connected to the first end of the first resistor and the first end of the second resistor, the second end of the first resistor is grounded, and the second end of the second resistor is connected to the source of the first P-MOSFET switch; The source of the second P-MOSFET switch is connected to the drain of the first N-MOSFET switch, the drain of the second P-MOSFET switch is connected to the first end of the inductor, the second end of the inductor is connected to the first end of the third resistor and the supercapacitor, the second end of the third resistor is connected to the first end of the fourth resistor and the feedback signal port of the DCDC_BUCK control chip, and the second end of the fourth resistor is grounded; the voltage input port of the DCDC_BUCK control chip is connected to the drain of the first N-MOSFET switch, and the power signal output port of the DCDC_BUCK control chip is connected to the gate of the second P-MOSFET switch; The anode of the fourth diode is connected to the drain of the second P-MOSFET switch, and the cathode of the fourth diode is connected to the source of the second P-MOSFET switch; the anode of the fourth diode is grounded, and the cathode of the fourth diode is connected to the drain of the second P-MOSFET switch.

6. The power supply control device according to claim 1, characterized in that: The collision signal is a hard-wire signal output by a collision sensor or a CAN bus signal output by an airbag system.

7. The power supply control device according to claim 1, characterized in that: The security load also includes a concealed door handle actuator; The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the hidden door handle actuator to drive the hidden door handle to extend, or, when the backup power supply supplies power to the safety load, receive and control the hidden door handle actuator to drive the hidden door handle to extend according to a collision signal.

8. The power supply control device according to claim 1, characterized in that: The safety load also includes an electronic child lock actuator; The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the electronic child lock actuator to drive the electronic child lock to unlock, or, when the backup power supply supplies power to the safety load, receive and control the electronic child lock actuator to drive the electronic child lock to unlock according to a collision signal.

9. The power supply control device according to claim 1, characterized in that: The safety load also includes an electric suction door actuator; The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the electric suction door actuator to drive the electric suction door to open, or, when the backup power supply supplies power to the safety load, receive and control the electric suction door actuator to drive the electric suction door to open according to a collision signal.

10. The power supply control device according to claim 1, characterized in that: The safety load also includes hazard warning lights; The controller is also used to receive and control the main power supply to stop supplying power to the non-safety load according to a collision signal when the main power supply supplies power to the safety load and the non-safety load, and then control the hazard warning light to turn on, or to receive and control the hazard warning light to turn on according to a collision signal when the backup power supply supplies power to the safety load.

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