Anti-reverse-connection and locked-rotor detection circuit and method for auxiliary brake and electronic equipment

Abstract

The invention relates to the technical field of brake detection, and discloses an anti-reverse-connection and locked-rotor detection circuit and method for an auxiliary brake and electronic device.The circuit comprises an anti-reverse-connection circuit, a voltage collecting circuit and a control circuit, and when the voltage of a vehicle power source and a brake enable signal meet conditions through the anti-reverse-connection circuit, the vehicle power source is controlled to supply power to the auxiliary brake; the voltage acquisition circuit is used for respectively dividing the vehicle power supply voltage and the auxiliary brake working voltage, and outputting the divided voltage to the control circuit; analog-to-digital conversion is carried out on the divided voltage through a control circuit, whether the auxiliary brake motor is locked or not is judged according to the target power supply voltage and the target brake voltage obtained through conversion, and then a brake enable signal needing to be output is determined according to the judgment result. It can be seen that when the auxiliary brake abnormity detection cost is reduced, the auxiliary brake abnormity detection efficiency and accuracy are improved, treatment measures can be efficiently taken when a power source is reversely connected or a motor is locked, and the use safety of the auxiliary brake is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of brake detection, and in particular to an anti-reverse connection and stall detection circuit, method and electronic equipment for an auxiliary brake. Background Art

[0002] Existing driving training vehicles are usually equipped with auxiliary brakes so that when an emergency occurs during the student's driving training, the instructor can perform emergency braking operations through the auxiliary brakes, thereby ensuring the safety of driving training.

[0003] In practical applications, it is usually necessary to construct a complex circuit to detect whether the auxiliary brake can be used safely and normally (for example, whether the motor is reversely connected or blocked). However, this existing solution is too costly and has low detection efficiency.

[0004] Therefore, it is particularly important to propose a technical solution that can reduce the abnormality detection cost of the auxiliary brake while improving the detection efficiency and detection accuracy of abnormal conditions of the auxiliary brake to improve the safety of the auxiliary brake. Summary of the invention

[0005] The present invention provides a reverse connection prevention and stall detection circuit, method and electronic equipment for an auxiliary brake, which can reduce the abnormality detection cost of the auxiliary brake while improving the detection efficiency and detection accuracy of abnormal conditions of the auxiliary brake, which is beneficial to improving the safety of the auxiliary brake.

[0006] In order to solve the above technical problems, the first aspect of the present invention discloses an anti-reverse connection and stall detection circuit for an auxiliary brake, wherein the anti-reverse connection and stall detection circuit for the auxiliary brake comprises an anti-reverse connection circuit, a voltage acquisition circuit and a control circuit, wherein:

[0007] The first end of the anti-reverse connection circuit is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit is electrically connected to the first enabling control end of the control circuit;

[0008] The first end of the voltage collection circuit is used to be electrically connected to the vehicle power supply, the second end of the voltage collection circuit is electrically connected to the second enable control end of the control circuit, and the third end of the voltage collection circuit is electrically connected to the first detection end of the control circuit;

[0009] The fourth end of the voltage acquisition circuit is used to electrically connect to the auxiliary brake, the fifth end of the voltage acquisition circuit is used to electrically connect to the standard working voltage, and the sixth end of the voltage acquisition circuit is electrically connected to the second detection end of the control circuit;

[0010] The anti-reverse connection circuit is used to receive the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit;

[0011] The voltage acquisition circuit is used to receive the power enable signal transmitted by the control circuit, and based on the power enable signal, perform a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and perform a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and output the divided power supply voltage and the divided brake voltage to the control circuit;

[0012] The control circuit is used to perform an analog-to-digital conversion operation on the received divided power supply voltage and the divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, determine whether the motor of the auxiliary brake is stuck to obtain a judgment result; based on the judgment result, determine the brake enable signal to be output.

[0013] As an optional implementation, in the first aspect of the present invention, the anti-reverse connection circuit includes a power supply conduction control circuit and a discharge control circuit, wherein:

[0014] The first end of the power conduction control circuit is used to electrically connect to the vehicle power supply, the second end of the power conduction control circuit is used to electrically connect to the auxiliary brake and the first end of the discharge control circuit respectively, the third end of the power conduction control circuit is electrically connected to the first enable control end of the control circuit, and the fourth end of the power conduction control circuit is electrically connected to the second end of the discharge control circuit; the fifth end of the power conduction control circuit and the third end of the discharge control circuit are used to be grounded respectively;

[0015] The power conduction control circuit is used to receive the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the branch where the switch device in the power conduction control circuit is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the power conduction control circuit;

[0016] The discharge control circuit is used to discharge the back electromotive force generated by the motor stopping working when the motor of the auxiliary brake stops working.

[0017] As an optional implementation, in the first aspect of the present invention, the power supply conduction control circuit includes a first conduction control module, a second conduction control module, a third conduction control module and a first protection module, wherein:

[0018] The first end of the first conduction control module is used to electrically connect to the vehicle power supply, the second end of the first conduction control module is electrically connected to the first end of the second conduction control module and the first end of the first protection module respectively, the second end of the second conduction control module is used to electrically connect to the auxiliary brake and the first end of the discharge control circuit respectively, the third end of the first conduction control module is electrically connected to the third end of the second conduction control module, the second end of the first protection module, and the first end of the third conduction control module respectively, the second end of the third conduction control module is electrically connected to the second end of the discharge control circuit, the third end of the third conduction control module is electrically connected to the first enable control end of the control circuit, and the fourth end of the third conduction control module is used to be grounded;

[0019] The third conduction control module is used to receive the brake enable signal transmitted by the control circuit; when the brake enable signal is the first preset signal, control the branch where the switch device in the third conduction control module is located to be turned on;

[0020] The first conduction control module is used to control the branch where the switch device in the first conduction control module is located to be turned on when the third conduction control module is in the on state and detects that the vehicle power supply is correctly connected;

[0021] The second conduction control module is used to control the branch where the switch device in the second conduction control module is located to be turned on when the third conduction control module is in the conduction state, so that the vehicle power supply supplies power to the auxiliary brake through the first conduction control module and the second conduction control module.

[0022] As an optional implementation, in the first aspect of the present invention, the discharge control circuit includes a fourth conduction control module and a discharge module, wherein:

[0023] The first end of the fourth conduction control module is used to electrically connect the auxiliary brake and the second end of the power conduction control circuit respectively, and the second end of the fourth conduction control module is electrically connected to the first end of the discharge module and the fourth end of the power conduction control circuit respectively; the third end of the fourth conduction control module and the second end of the discharge module are used to be grounded respectively;

[0024] The fourth conduction control module is used to control the branch where the switch device in the fourth conduction control module is located to be turned on when the motor of the auxiliary brake stops working, so as to discharge the back electromotive force generated by the motor stopping working through the discharge module.

[0025] As an optional implementation, in the first aspect of the present invention, the voltage acquisition circuit includes a first acquisition circuit and a second acquisition circuit, wherein:

[0026] The first end of the first acquisition circuit is used to be electrically connected to the vehicle power supply, the second end of the first acquisition circuit is electrically connected to the second enable control end of the control circuit, and the third end of the first acquisition circuit is electrically connected to the first detection end of the control circuit; the fourth end of the first acquisition circuit is used to be grounded;

[0027] The first end of the second acquisition circuit is used to electrically connect to the auxiliary brake, the second end of the second acquisition circuit is used to electrically connect to the standard working voltage, the third end of the second acquisition circuit is electrically connected to the second detection end of the control circuit; the fourth end of the second acquisition circuit is used to ground;

[0028] The first acquisition circuit is used to receive the power enable signal transmitted by the control circuit, and when the power enable signal is a second preset signal, perform a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage, and output the divided power supply voltage to the control circuit;

[0029] The second acquisition circuit is used to perform a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage, and output the divided brake voltage to the control circuit.

[0030] As an optional implementation, in the first aspect of the present invention, the first acquisition circuit includes a fifth conduction control module, a first voltage dividing module and a first voltage following module, wherein:

[0031] The first end of the fifth conduction control module is electrically connected to the second enable control end of the control circuit, the second end of the fifth conduction control module is electrically connected to the first end of the first voltage divider module, the third end of the fifth conduction control module is electrically connected to the second end of the first voltage divider module and the first input end of the first voltage follower module, the third end of the first voltage divider module is used to electrically connect to the vehicle power supply, and the fourth end of the first voltage divider module is used to ground; the output end of the first voltage follower module is electrically connected to the second input end of the first voltage follower module and the first detection end of the control circuit.

[0032] As an optional implementation, in the first aspect of the present invention, the first voltage division module includes a first voltage division unit and a second voltage division unit, wherein:

[0033] The first end of the first voltage dividing unit is used to be electrically connected to the vehicle power supply, and the second end of the first voltage dividing unit is electrically connected to the second end of the fifth conduction control module;

[0034] The first end of the second voltage dividing unit is electrically connected to the third end of the fifth conduction control module and the first input end of the first voltage follower module respectively, and the second end of the second voltage dividing unit is grounded.

[0035] As an optional implementation, in the first aspect of the present invention, the second acquisition circuit includes a second voltage dividing module and a second voltage following module, wherein:

[0036] The first end of the second voltage dividing module is used to be electrically connected to the auxiliary brake, the second end of the second voltage dividing module is electrically connected to the first input end of the second voltage follower module, and the third end of the second voltage dividing module is used to be grounded;

[0037] The output end of the second voltage follower module is electrically connected to the second input end of the second voltage follower module and the second detection end of the control circuit respectively, the power supply end of the second voltage follower module is used to electrically connect to the standard working voltage, and the ground end of the second voltage follower module is used for grounding.

[0038] The second aspect of the present invention discloses a method for detecting reverse connection and stalling of an auxiliary brake, the method being applied to a circuit for detecting reverse connection and stalling of an auxiliary brake, the circuit comprising a reverse connection prevention circuit, a voltage acquisition circuit and a control circuit, wherein:

[0039] The first end of the anti-reverse connection circuit is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit is electrically connected to the first enabling control end of the control circuit;

[0040] The first end of the voltage collection circuit is used to be electrically connected to the vehicle power supply, the second end of the voltage collection circuit is electrically connected to the second enable control end of the control circuit, and the third end of the voltage collection circuit is electrically connected to the first detection end of the control circuit;

[0041] The fourth end of the voltage acquisition circuit is used to electrically connect to the auxiliary brake, the fifth end of the voltage acquisition circuit is used to electrically connect to the standard working voltage, and the sixth end of the voltage acquisition circuit is electrically connected to the second detection end of the control circuit;

[0042] The method comprises:

[0043] The anti-reverse connection circuit receives the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit;

[0044] The voltage acquisition circuit receives the power enable signal transmitted by the control circuit, and based on the power enable signal, performs a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and performs a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and outputs the divided power supply voltage and the divided brake voltage to the control circuit;

[0045] The control circuit performs an analog-to-digital conversion operation on the received divided power supply voltage and the divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, it determines whether the motor of the auxiliary brake is stuck to obtain a judgment result; based on the judgment result, it determines the brake enable signal to be output.

[0046] A third aspect of the present invention discloses an electronic device, which includes a device body and any one of the auxiliary brake anti-reverse connection and stall detection circuits disclosed in the first aspect.

[0047] Compared with the prior art, the present invention has the following beneficial effects:

[0048] In the present invention, a brake enable signal transmitted by a control circuit is received through an anti-reverse connection circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet a preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit; the power supply enable signal transmitted by the control circuit is received through a voltage acquisition circuit, and based on the power supply enable signal, a first voltage division process is performed on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and a second voltage division process is performed on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; the divided power supply voltage and the divided brake voltage are output to the control circuit; an analog-to-digital conversion operation is performed on the received divided power supply voltage and divided brake voltage through the control circuit to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, it is judged whether the motor of the auxiliary brake is blocked to obtain a judgment result; based on the judgment result, the brake enable signal to be output is determined. It can be seen that the implementation of the present invention can turn on the corresponding branch when the anti-reverse connection circuit detects that the vehicle power supply voltage and the brake enable signal meet the conduction conditions, so as to control the vehicle power supply to supply power to the auxiliary brake; the vehicle power supply voltage and the auxiliary brake working voltage are respectively divided by the voltage acquisition circuit, and the divided power supply voltage and the divided brake voltage obtained by the voltage division are output to the control circuit, and then the divided voltage is converted by the control circuit, and it is judged whether the auxiliary brake motor is blocked according to the target power supply voltage and the target brake voltage obtained by the conversion, and the brake enable signal to be outputted is determined according to the judgment result, so that the auxiliary brake motor is powered when the power supply is correctly connected and the auxiliary brake motor is not powered when the power supply is reversed, and it is realized that by comparing the vehicle power supply voltage and the brake working voltage, it is possible to improve the detection efficiency and detection accuracy of abnormal conditions of the auxiliary brake while reducing the abnormal detection cost of the auxiliary brake such as power reverse connection / motor blocking, which is conducive to taking efficient treatment measures when the power supply of the auxiliary brake is reversed or the motor is blocked, and improving the control accuracy of the auxiliary brake, thereby helping to improve the safety of the use of the auxiliary brake, and thereby helping to improve the safety of driving training. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0050] Figure 1 It is a structural schematic diagram of an anti-reverse connection and stall detection circuit of an auxiliary brake disclosed in an embodiment of the present invention;

[0051] Figure 2It is a structural schematic diagram of another auxiliary brake anti-reverse connection and stall detection circuit disclosed in an embodiment of the present invention;

[0052] Figure 3 It is a structural schematic diagram of an anti-reverse connection circuit disclosed in an embodiment of the present invention;

[0053] Figure 4 is a structural schematic diagram of a first acquisition circuit disclosed in an embodiment of the present invention;

[0054] Figure 5 is a structural schematic diagram of a second acquisition circuit disclosed in an embodiment of the present invention;

[0055] Figure 6 is a structural schematic diagram of a control circuit disclosed in an embodiment of the present invention;

[0056] Figure 7 It is a flow chart of a method for detecting reverse connection and stalling of a secondary brake disclosed in an embodiment of the present invention;

[0057] Figure 8 It is a structural schematic diagram of an electronic device disclosed in an embodiment of the present invention. DETAILED DESCRIPTION

[0058] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0059] It should be noted that, unless otherwise clearly specified and limited, the term "electrical connection" in the specification and claims of the present invention and the above-mentioned drawings should be understood in a broad sense. For example, it can be a fixed electrical connection, a detachable electrical connection, or an integral electrical connection; it can be a mechanical electrical connection, an electrical electrical connection, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. In addition, the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. The terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0060] Embodiment 1

[0061] See also Figure 1, Figure 1 The structure diagram of a reverse connection prevention and stall detection circuit of a secondary brake disclosed in an embodiment of the present invention is shown. The circuit can be applied to a vehicle equipped with a main brake and a secondary brake. Optionally, the vehicle can be a driving test / training vehicle, which is not limited in the embodiment of the present invention. Figure 1 As shown, the reverse connection prevention and stall detection circuit of the auxiliary brake may include a reverse connection prevention circuit 101, a voltage acquisition circuit 102 and a control circuit 103, wherein:

[0062] The first end of the anti-reverse connection circuit 101 is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit 101 is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit 101 is electrically connected to the first enabling control end of the control circuit 103;

[0063] The first end of the voltage collection circuit 102 is used to electrically connect to the vehicle power supply, the second end of the voltage collection circuit 102 is electrically connected to the second enable control end of the control circuit 103, and the third end of the voltage collection circuit 103 is electrically connected to the first detection end of the control circuit 103;

[0064] The fourth terminal of the voltage acquisition circuit 102 is used to electrically connect to the auxiliary brake, the fifth terminal of the voltage acquisition circuit 102 is used to electrically connect to the standard working voltage, and the sixth terminal of the voltage acquisition circuit 102 is electrically connected to the second detection terminal of the control circuit 103;

[0065] The anti-reverse connection circuit 101 is used to receive the brake enable signal transmitted by the control circuit 103; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the anti-reverse connection circuit 101 is turned on, so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit 101;

[0066] The voltage acquisition circuit 102 is used to receive the power enable signal transmitted by the control circuit 103, and based on the power enable signal, perform a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and perform a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and output the divided power supply voltage and the divided brake voltage to the control circuit 103;

[0067] The control circuit 103 is used to perform analog-to-digital conversion operations on the received divided power supply voltage and divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, determine whether the motor of the auxiliary brake is stalled to obtain a judgment result; based on the judgment result, determine the brake enable signal to be output.

[0068] Optionally, the vehicle power supply may be a vehicle battery, and further, may be an external car battery, which is not limited in the embodiment of the present invention.

[0069] Optional, Figure 6 is a schematic diagram of a control circuit disclosed in an embodiment of the present invention, such as Figure 6 As shown, the control circuit 103 may include an MCU (Microcontroller Unit) unit U3, wherein: the first detection terminal (such as Figure 6 Bat_ADC shown in FIG. 1 is electrically connected to the third terminal of the voltage acquisition circuit 102, and the second detection terminal of the MCU unit U3 (such as Figure 6 The Brake_ADC shown in FIG. 1 is electrically connected to the sixth terminal of the voltage acquisition circuit 102, and the brake enable control terminal of the MCU unit U3 (such as Figure 6 The Brake_EN shown in FIG. 1 is electrically connected to the third end of the anti-reverse connection circuit 101 , and the power enable control end of the MCU unit U3 is electrically connected to the second end of the voltage acquisition circuit 102 .

[0070] Further optionally, the MCU unit U3 in the control circuit 103 may be an MCU provided in the vehicle control panel, so as to reduce the circuit implementation cost and improve the circuit feasibility, which is not limited in the embodiment of the present invention.

[0071] Optionally, the control circuit 103 performs analog-to-digital conversion on the received divided power supply voltage and divided brake voltage, and a specific method of obtaining the target power supply voltage and the target brake voltage may include:

[0072] Get the ground voltage; calculate the divided power supply voltage and divide it by the ground voltage to get the power supply voltage AD (Analog-to-Digital) value as the target power supply voltage; calculate the divided brake voltage and divide it by the ground voltage to get the brake voltage AD value as the target brake voltage;

[0073] Further optionally, the control circuit 103 determines whether the motor of the auxiliary brake is stalled according to the target power supply voltage and the target brake voltage. The specific method of obtaining the determination result may include:

[0074] Calculate the difference between the target power supply voltage and the target brake voltage to obtain an AD difference; determine whether the AD difference is greater than or equal to a preset difference; when it is determined that the AD difference is greater than or equal to the preset difference, determine that the motor of the auxiliary brake is blocked; when it is determined that the AD difference is less than the preset difference, determine that the motor of the auxiliary brake is not blocked.

[0075] Further optionally, when the control circuit 103 determines that the auxiliary brake motor is stalled, the control circuit 103 may also take corresponding processing measures for the auxiliary brake motor stall and report the motor stall information to the control system, which is not limited in the embodiment of the present invention.

[0076] Further optionally, the standard operating voltage may be a standard operating power supply voltage used by the chip. Further optionally, the standard operating voltage may also be a power supply voltage connected to the MCU unit, which is not limited in the embodiments of the present invention. Exemplarily, the standard operating voltage may be 3.3V, which is not limited in the embodiments of the present invention.

[0077] It can be seen that the embodiment of the present invention provides a circuit with a simple structure and is easy to implement. When the anti-reverse connection circuit detects that the vehicle power supply voltage and the brake enable signal meet the conduction conditions, the corresponding branch can be turned on to control the vehicle power supply to the auxiliary brake; the vehicle power supply voltage and the auxiliary brake working voltage are divided by the voltage acquisition circuit respectively, and the divided power supply voltage and the divided brake voltage obtained by the voltage division are output to the control circuit, and then the divided voltage is converted into digital by the control circuit, and it is judged whether the auxiliary brake motor is blocked according to the target power supply voltage and target brake voltage obtained by the conversion, and it is determined according to the judgment result. The required output brake enable signal can supply power to the auxiliary brake motor when the power is correctly connected and not supply power to the auxiliary brake motor when the power is reversed. It can also determine whether the auxiliary brake motor is stuck by comparing the vehicle power supply voltage and the brake operating voltage. It can reduce the detection cost of abnormalities such as reverse power connection / motor jam in the auxiliary brake while improving the detection efficiency and accuracy of abnormal conditions in the auxiliary brake. It is beneficial to take efficient processing measures when the power supply of the auxiliary brake is reversed or the motor is jammed, improve the control accuracy of the auxiliary brake, and thus help to improve the safety of the use of the auxiliary brake, and thus help to improve the safety of driving education and training.

[0078] In an alternative embodiment, Figure 2 is a structural schematic diagram of another auxiliary brake anti-reverse connection and stall detection circuit disclosed in an embodiment of the present invention, such as Figure 2 As shown, the reverse connection prevention circuit 101 may include a power supply conduction control circuit 1011 and a discharge control circuit 1012, wherein:

[0079] The first end of the power-on control circuit 1011 is used to electrically connect to the vehicle power supply, the second end of the power-on control circuit 1011 is used to electrically connect to the first end of the auxiliary brake and the discharge control circuit 1012 respectively, the third end of the power-on control circuit 1011 is electrically connected to the first enable control end of the control circuit 103, and the fourth end of the power-on control circuit 1011 is electrically connected to the second end of the discharge control circuit 1012; the fifth end of the power-on control circuit 1011 and the third end of the discharge control circuit 1012 are used to be grounded respectively;

[0080] The power conduction control circuit 1011 is used to receive the brake enable signal transmitted by the control circuit 103; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the branch where the switch device in the power conduction control circuit 1011 is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the power conduction control circuit 1011;

[0081] The discharge control circuit 1012 is used to discharge the back electromotive force generated by the motor when the motor of the auxiliary brake stops working.

[0082] It can be seen that this optional embodiment can control the conduction of the branch between the vehicle power supply and the auxiliary brake to supply power to the auxiliary brake by setting a power conduction control circuit, when the power supply voltage is correctly connected and the brake enable signal is received. This can improve the detection accuracy of whether the vehicle power supply access is normal while improving the control accuracy of circuit conduction. When the power supply is reversed, it can control not to supply power to the auxiliary brake to avoid circuit damage, which is beneficial to improve the control accuracy of power supply to the auxiliary brake and the safety of use of the auxiliary brake. In addition, a discharge control circuit can be set to discharge the back electromotive force generated when the motor stops working, which can avoid damage to the circuit by the back electromotive force and improve circuit safety.

[0083] In this optional embodiment, optionally, the power supply conduction control circuit 1011 includes a first conduction control module 10111, a second conduction control module 10112, a third conduction control module 10113 and a first protection module 10114, wherein:

[0084] The first end of the first conduction control module 10111 is used to electrically connect to the vehicle power supply, the second end of the first conduction control module 10111 is electrically connected to the first end of the second conduction control module 10112 and the first end of the first protection module 10114, respectively, the second end of the second conduction control module 10112 is used to electrically connect to the first end of the auxiliary brake and discharge control circuit 1012, respectively, the third end of the first conduction control module 10111 is electrically connected to the third end of the second conduction control module 10112, the second end of the first protection module 10114, and the first end of the third conduction control module 10113, respectively, the second end of the third conduction control module 10113 is electrically connected to the second end of the discharge control circuit 1012, the third end of the third conduction control module 10113 is electrically connected to the first enable control end of the control circuit 103, and the fourth end of the third conduction control module 10113 is used for grounding;

[0085] The third conduction control module 10113 is used to receive the brake enable signal transmitted by the control circuit 103; when the brake enable signal is the first preset signal, the branch where the switch device in the third conduction control module 10113 is located is controlled to be turned on;

[0086] The first conduction control module 10111 is used to control the branch where the switch device in the first conduction control module 10111 is located to be turned on when the third conduction control module 10113 is in the on state and detects that the vehicle power supply is correctly connected;

[0087] The second conduction control module 10112 is used to control the branch where the switch device in the second conduction control module 10112 is located to be turned on when the third conduction control module 10113 is in the on state, so that the vehicle power supply supplies power to the auxiliary brake through the first conduction control module 10111 and the second conduction control module 10112.

[0088] Optional, Figure 3 is a schematic diagram of a structure of an anti-reverse connection circuit disclosed in an embodiment of the present invention, such as Figure 3 As shown, the first conduction control module 10111 may include a first switch device Q1, wherein: a first end of the first switch device Q1 is used to electrically connect to a vehicle power source (such as Figure 3 VBAT shown in the figure), the second end of the first switch device Q1 is electrically connected to the first end of the second conduction control module 10112 and the first end of the first protection module 10114, and the third end of the first switch device Q1 is electrically connected to the third end of the second conduction control module 10112, the second end of the first protection module 10114, and the first end of the third conduction control module 10113.

[0089] Optional, such as Figure 3 As shown, the second conduction control module 10112 may include a second switch device Q2, wherein: the first end of the second switch device Q2 is electrically connected to the second end of the first conduction control module 10111 and the first end of the first protection module 10114, respectively, and the second end of the second switch device Q2 is used to electrically connect to the auxiliary brake (such as Figure 3 12V0_Brake) and a first end of the discharge control circuit 1012, and a third end of the second switch device Q2 are electrically connected to the third end of the first conduction control module 10111, the second end of the first protection module 10114, and the first end of the third conduction control module 10113 respectively.

[0090] Further optionally, the first switch device Q1 and the second switch device Q2 may be MOS transistors; further, the first switch device Q1 and the second switch device Q2 may be MOS transistors of the same type; further, exemplarily, as Figure 3As shown, when the first switch device Q1 and the second switch device Q2 are both PMOS tubes, the first switch device Q1 and the second switch device Q2 can have a common source, wherein the first end of the first switch device Q1 can be a D pole (drain), the second end of the first switch device Q1 can be an S pole (source), the third end of the first switch device Q1 can be a G pole (gate), the first end of the second switch device Q2 can be an S pole, the second end of the second switch device Q2 can be a drain, and the third end of the second switch device Q2 can be a G pole, which is not limited in the embodiment of the present invention.

[0091] Optional, such as Figure 3 As shown, the third conduction control module 10113 may include a third switch device Q5, a first capacitor C5 and a first resistor R6, wherein: the first end of the third switch device Q5 is electrically connected to the first end of the first capacitor C5 and the first enable control end of the control circuit 103, respectively, the second end of the first capacitor C5 is used for grounding, the second end of the third switch device Q5 is electrically connected to the first end of the first resistor R6 and the second end of the discharge control circuit 1012, respectively, the third end of the third switch device is used for grounding, and the second end of the first resistor R6 is electrically connected to the third end of the first conduction control module 10111, the third end of the second conduction control module 10112, and the second end of the first protection module 10114.

[0092] Further optionally, the third switch device Q5 can be a transistor; further, when the third switch Q5 is a transistor, the first end of the third switch device Q5 is the base, the second end of the third switch device Q5 is the collector, and the third end of the third switch device Q5 is the emitter, which is not limited in the embodiment of the present invention.

[0093] Exemplarily, the resistance of the first resistor R6 may be 10 Kohms, and the precision may be 1%, which is not limited in the embodiment of the present invention.

[0094] Optional, such as Figure 3 As shown, the first protection module 10114 may include a second capacitor C6 and a second resistor R5, wherein: the first end of the second capacitor C6 and the first end of the second resistor R5 are electrically connected to the second end of the first conduction control module 10111 and the first end of the second conduction control module 10112, respectively, and the second end of the second capacitor C6 and the second end of the second resistor R5 are electrically connected to the third end of the first conduction control module 10111, the third end of the second conduction control module 10112, and the first end of the third conduction control module 10113, respectively.

[0095] The second capacitor C6 can be used to prevent surges and improve the stability of the circuit; the second resistor R5 can be used to pull up / down the voltage to different voltage values ​​when different branches are turned on, which is beneficial to improve the stability of the circuit. For example, the second capacitor C6 can be 1 μF, the resistance value of the second resistor R5 can be 20 Kohms, and the accuracy can be 1%, which is not limited in the embodiment of the present invention.

[0096] It can be seen that by setting the third conduction control module in the power conduction control circuit, the first conduction control module and the second conduction control module are controlled to be able to be turned on when the brake enable signal is a preset signal and the power supply is correctly connected, thereby improving the conduction control accuracy of the power conduction control circuit, which is beneficial to further improve the control accuracy of power supply to the auxiliary brake, and is beneficial to improving the safety of use of the auxiliary brake.

[0097] In this optional embodiment, optionally, as Figure 2 As shown, the anti-reverse connection circuit 101 may include a first filter circuit 1013 and a second filter circuit 1014, wherein:

[0098] The first end and the second end of the first filter circuit 1013 are respectively used to electrically connect to the vehicle power supply and the first end of the first conduction control module 10111;

[0099] The first end, the second end, the third end and the fourth section of the second filter circuit 1014 are respectively used to electrically connect to the auxiliary brake, the second end of the second conduction control module 10112 and the first end of the discharge control circuit 1012 .

[0100] Further optional, such as Figure 3 As shown, the first filter circuit 1013 may include a third capacitor C1, a fourth capacitor C2, a fifth capacitor C3 and a sixth capacitor C4. For the reverse connection protection circuit 101, the electronic components included in the first filter circuit 1013, the connection relationship between the electronic components included therein, and the connection relationship between the electronic components included therein and other circuit structures are specifically referred to in Figure 3 .

[0101] Further optional, such as Figure 3 As shown, the second filter circuit 1014 may include a first diode D2, a seventh capacitor C8, an eighth capacitor C9 and a ninth capacitor C10; further optionally, the first diode D2 may be a bidirectional breakdown diode, which is not limited in the embodiment of the present invention; further optionally, the ninth capacitor C10 may be an electrolytic capacitor, which is not limited in the embodiment of the present invention. For the anti-reverse connection circuit 101, the electronic components included in the second filter circuit 1014, the connection relationship between the electronic components included therein, and the connection relationship between the electronic components included therein and other circuit structures are specifically referred to in Figure 3 .

[0102] It can be seen that by adding the first filtering circuit and the second filtering circuit to the anti-reverse connection circuit, the power supply voltage can be filtered and the circuit can be protected, which is beneficial to improving the reliability and safety of signal transmission, and thus is beneficial to improving the reliability and safety of power supply to the auxiliary brake.

[0103] In this optional embodiment, optionally, as Figure 2 As shown, the discharge control circuit 1012 may include a fourth conduction control module 10121 and a discharge module 10122, wherein:

[0104] The first end of the fourth conduction control module 10121 is used to electrically connect to the auxiliary brake and the second end of the power conduction control circuit 1011 respectively, and the second end of the fourth conduction control module 10121 is electrically connected to the first end of the discharge module 10122 and the fourth end of the power conduction control circuit 1011 respectively; the third end of the fourth conduction control module 10121 and the second end of the discharge module 10122 are used to be grounded respectively;

[0105] The fourth conduction control module 10121 is used to control the branch where the switch device in the fourth conduction control module 10121 is located to be turned on when the motor of the auxiliary brake stops working, so as to discharge the back electromotive force generated by the motor stopping working through the discharge module 10122.

[0106] Optional, such as Figure 3 As shown, the fourth conduction control module 10121 may include a fourth switching device Q3, and the discharge module 10122 may include a discharge resistor R10, wherein: the first end of the fourth switching device Q3 is used to electrically connect to the auxiliary brake and the second end of the power conduction control circuit 1011 respectively, and the second end of the fourth switching device Q3 is electrically connected to the first end of the discharge resistor R10 and the fourth end of the power conduction control circuit 1011 respectively; the third end of the fourth switching device Q3 and the second end of the discharge resistor R10 are used for grounding respectively.

[0107] Further optional, such as Figure 3 As shown, the fourth switch device Q3 can be a MOS tube; further, the fourth switch device Q3 can be an NMOS tube. When the fourth switch device Q3 is an NMOS tube, the first end of the fourth switch device Q3 can be a D pole, the second end of the fourth switch device Q3 can be a G pole, and the third end of the fourth switch device Q3 can be an S pole, which is not limited in the embodiment of the present invention.

[0108] Exemplarily, the resistance of the discharge resistor R10 may be 51 Kohms, and the precision may be 1%, which is not limited in the embodiment of the present invention.

[0109] It can be seen that by setting the fourth conduction control module in the discharge control circuit, the discharge control circuit can be turned on only when the auxiliary brake stops working and generates back electromotive force, thereby improving the conduction control accuracy of the circuit. In addition, by setting the discharge module in the discharge control circuit, the back electromotive force can be discharged efficiently, thereby improving the discharge efficiency of the back electromotive force, which is beneficial to avoid damage to the circuit and improve the circuit safety.

[0110] In this optional embodiment, optionally, as Figure 3 As shown, the discharge control circuit 1012 may also include a second protection module 10123, and the second protection module may include a third resistor R9, a second diode D3 and a fourth resistor R12, wherein: the first end of the third resistor R9 is electrically connected to the second end of the third conduction control module 10113, the second end of the third resistor R9 is respectively electrically connected to the cathode of the second diode D3, the first end of the discharge module 10122, and the second end of the fourth conduction control module 10121, the anode of the second diode D3 is used for grounding, the first end of the fourth resistor R12 is used for electrically connecting to the second end of the auxiliary brake and the power supply conduction control circuit 1011, and the fourth resistor R12 is electrically connected to the first end of the fourth conduction control module 10121.

[0111] It can be seen that by providing a protection module in the discharge control circuit, the circuit can be protected and the voltage can be stabilized, thereby improving the safety of the discharge control circuit.

[0112] In an optional embodiment, if Figure 2 As shown, the voltage acquisition circuit 102 may include a first acquisition circuit 1021 and a second acquisition circuit 1022, wherein:

[0113] The first end of the first acquisition circuit 1021 is used to be electrically connected to the vehicle power supply, the second end of the first acquisition circuit 1021 is electrically connected to the second enable control end of the control circuit 103, and the third end of the first acquisition circuit 1021 is electrically connected to the first detection end of the control circuit 103; the fourth end of the first acquisition circuit 1021 is used to be grounded;

[0114] The first end of the second acquisition circuit 1022 is used to electrically connect to the auxiliary brake, the second end of the second acquisition circuit 1022 is used to electrically connect to the standard working voltage, the third end of the second acquisition circuit 1022 is electrically connected to the second detection end of the control circuit 103; the fourth end of the second acquisition circuit 1022 is used to ground;

[0115] The first acquisition circuit 1021 is used to receive the power enable signal transmitted by the control circuit 103, and when the power enable signal is a second preset signal, perform a first voltage division process on the power supply voltage of the detected vehicle power supply to obtain a divided power supply voltage, and output the divided power supply voltage to the control circuit 103;

[0116] The second acquisition circuit 1022 is used for performing a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage, and outputting the divided brake voltage to the control circuit 103 .

[0117] It can be seen that this optional embodiment can improve the accuracy of collecting the power supply voltage and the auxiliary brake working voltage by respectively setting up a first acquisition circuit to collect the vehicle power supply voltage and a second acquisition circuit to collect the auxiliary brake working voltage, and respectively divide the collected voltage before transmitting the voltage to the control circuit. This can improve the accuracy of collecting the power supply voltage and the auxiliary brake working voltage, and improve the accuracy of the voltage division processing of the voltage value, which is beneficial for making the voltage transmitted to the control circuit meet the voltage acquisition requirements of the control circuit, thereby avoiding circuit damage and improving the accuracy of subsequent analysis and comparison of the voltage values.

[0118] In this optional embodiment, optionally, as Figure 2 As shown, the first acquisition circuit 1021 may include a fifth conduction control module 10211, a first voltage dividing module 10212 and a first voltage following module 10213, wherein:

[0119] The first end of the fifth conduction control module 10211 is electrically connected to the second enable control end of the control circuit 103, the second end of the fifth conduction control module 10211 is electrically connected to the first end of the first voltage divider module 10212, the third end of the fifth conduction control module 10211 is electrically connected to the second end of the first voltage divider module 10212 and the first input end of the first voltage follower module 10213, respectively, the third end of the first voltage divider module 10212 is used to electrically connect to the vehicle power supply, and the fourth end of the first voltage divider module 10212 is used to be grounded; the output end of the first voltage follower module 10213 is electrically connected to the second input end of the first voltage follower module 10213 and the first detection end of the control circuit 103, respectively.

[0120] The fifth conduction control module 10211 may be used to prevent the vehicle power supply from consuming power in the first acquisition circuit 1021 when the control circuit 103 is not started.

[0121] Optional, Figure 4 is a schematic diagram of the structure of a first acquisition circuit disclosed in an embodiment of the present invention, such as Figure 4 As shown, the fifth conduction control module 10211 may include a fifth switching device Q4, wherein: the first end of the fifth switching device Q4 is electrically connected to the second enable control end of the control circuit 103, the second end of the fifth switching device Q4 is electrically connected to the first end of the first voltage divider module 10212, and the third end of the fifth switching device Q4 is electrically connected to the second end of the first voltage divider module 10212 and the first input end of the first voltage follower module 10213, respectively.

[0122] Further optionally, the fifth switch device Q4 may be a MOS tube; further, the fifth switch device Q4 may be an NMOS tube. When the fifth switch device Q4 is an NMOS tube, the first end of the fifth switch device Q4 is a G pole, the second end of the fifth switch device Q4 is a D pole, and the third end of the fifth switch device Q4 is an S pole, which is not limited in the embodiment of the present invention. Among them, for the first acquisition circuit 1021, the electronic components included in the fifth conduction control module 10211, the connection relationship between the electronic components included therein, and the connection relationship between the included electronic components and other circuit structures are specifically referred to in Figure 4 .

[0123] Optional, such as Figure 4 As shown, the first voltage follower module 10213 may include a first voltage follower U1, a fifth resistor R7, a sixth resistor R8 and a tenth capacitor C7, wherein:

[0124] The first end of the fifth resistor R7 is electrically connected to the third end of the fifth conduction control module 10211 and the second end of the first voltage divider module 10212, respectively. The second end of the fifth resistor R7 is electrically connected to the first input end of the first voltage follower U1. The output end of the first voltage follower U1 is electrically connected to the first end of the fifth resistor R8, the first end of the tenth capacitor C7 and the first detection end of the control circuit 103, respectively. The second end of the fifth resistor R8 and the second end of the tenth capacitor C7 are electrically connected to the second input end of the first voltage follower U1, respectively.

[0125] Optional, such as Figure 4 As shown, the first acquisition circuit 1021 may further include a second protection module 10214, wherein the second protection module 10214 may be used for current limiting and filtering to improve signal transmission stability. For the first acquisition circuit 1021, the electronic components included in the second protection module 10214, the connection relationship between the electronic components included therein, and the connection relationship between the electronic components included therein and other circuit structures are specifically referred to in Figure 4 .

[0126] It can be seen that by setting the fifth conduction control module in the first acquisition circuit, it is possible to avoid the vehicle power supply consuming power in the first acquisition circuit after being connected to the circuit when the MCU in the control circuit is not started, thereby improving the safety of the first acquisition circuit; and, by setting the first voltage divider module and the first voltage follower module in the first acquisition circuit, it is possible to output the voltage to the control circuit through voltage following after accurately dividing the vehicle power supply voltage, which can improve the transmission stability and transmission accuracy of the voltage signal while improving the accuracy of the voltage division processing of the power supply voltage, which is beneficial to improving the accuracy of the subsequent control circuit in analyzing and comparing the voltage value.

[0127] In this optional embodiment, optionally, as Figure 2 As shown, the first voltage dividing module 10212 includes a first voltage dividing unit 102121 and a second voltage dividing unit 102122, wherein:

[0128] The first end of the first voltage dividing unit 102121 is used to be electrically connected to the vehicle power supply, and the second end of the first voltage dividing unit 102121 is electrically connected to the second end of the fifth conduction control module 10211;

[0129] A first end of the second voltage dividing unit 102122 is electrically connected to the third end of the fifth conduction control module 10211 and the first input end of the first voltage follower module 10213 , respectively. A second end of the second voltage dividing unit 102122 is grounded.

[0130] Optional, such as Figure 4 As shown, the first voltage-dividing unit 102121 may include a first voltage-dividing resistor R3 and a third diode D4, wherein: the first end of the first voltage-dividing resistor R3 and the cathode of the third diode D4 are used to electrically connect to the vehicle power supply, and the second end of the first voltage-dividing resistor R3 and the anode of the third diode D4 are electrically connected to the second end of the fifth conduction control module 10211.

[0131] Optional, such as Figure 4 As shown, the second voltage dividing unit 102122 may include a second voltage dividing resistor R4, wherein: the first end of the second voltage dividing resistor R4 is electrically connected to the third end of the fifth conduction control module 10211 and the first input end of the first voltage follower module 10213 respectively, and the second end of the second voltage dividing resistor R4 is used for grounding.

[0132] Exemplarily, the resistance of the first voltage-dividing resistor R3 may be 47 Kohms, and the precision may be 0.1%; the resistance of the second voltage-dividing resistor R4 may be 4.7 Kohms, and the precision may be 0.1%, which is not limited in the embodiment of the present invention.

[0133] It can be seen that by providing the first voltage dividing unit and the second voltage dividing unit in the first voltage dividing module, the vehicle power supply voltage can be stably and accurately divided after the fifth conduction control module is turned on, thereby improving the voltage division accuracy of the power supply voltage.

[0134] In this optional embodiment, optionally, as Figure 2 As shown, the second acquisition circuit 1022 may include a second voltage dividing module 10221 and a second voltage following module 10222, wherein:

[0135] The first end of the second voltage dividing module 10221 is used to electrically connect to the auxiliary brake, the second end of the second voltage dividing module 10221 is electrically connected to the first input end of the second voltage following module 10222, and the third end of the second voltage dividing module 10221 is used to ground;

[0136] The output end of the second voltage follower module 10222 is electrically connected to the second input end of the second voltage follower module 10222 and the second detection end of the control circuit 103 respectively. The power supply end of the second voltage follower module 10222 is used to electrically connect to the standard working voltage, and the ground end of the second voltage follower module 10222 is used for grounding.

[0137] Optional, Figure 5 is a schematic diagram of the structure of a second acquisition circuit disclosed in an embodiment of the present invention, such as Figure 5 As shown, the second voltage-dividing module 10221 may include a third voltage-dividing resistor R13 and a fourth voltage-dividing resistor R14, wherein: the first end of the third voltage-dividing resistor R13 is used to electrically connect to the auxiliary brake, the second end of the third voltage-dividing resistor R13 is electrically connected to the first end of the fourth voltage-dividing resistor R14 and the first input end of the second voltage follower module 10222, respectively, and the second end of the fourth voltage-dividing resistor R14 is used for grounding.

[0138] Exemplarily, the resistance of the third voltage-dividing resistor R13 may be 47 Kohms, with an accuracy of 0.1%; the resistance of the fourth voltage-dividing resistor R14 may be 4.7 Kohms, with an accuracy of 0.1%, which is not limited in the embodiment of the present invention.

[0139] Optional, such as Figure 5 As shown, the second voltage follower module 10222 may include a second voltage follower U2, a seventh resistor R15, an eighth resistor R16 and an eleventh capacitor C12, wherein: the first end of the seventh resistor R15 is electrically connected to the second end of the second voltage divider module 10221, the second end of the seventh resistor R15 is electrically connected to the first input end of the second voltage follower U2, the output end of the second voltage follower U2 is respectively electrically connected to the first end of the eighth resistor R16, the first end of the eleventh capacitor C12 and the second detection end of the control circuit 103, the second end of the eighth resistor R16 and the second end of the eleventh capacitor C12 are respectively electrically connected to the second input end of the second voltage follower U2, the power supply end of the second voltage follower U2 is used to electrically connect to the standard working voltage, and the ground end of the second voltage follower U2 is used for grounding.

[0140] Optional, such as Figure 5 As shown, the second acquisition circuit 1022 may further include a third protection module 10223, wherein the third protection module 10223 may be used for current limiting and filtering to improve signal transmission stability. For the second acquisition circuit 1022, the electronic components included in the third protection module 10223, the connection relationship between the electronic components included therein, and the connection relationship between the electronic components included therein and other circuit structures are specifically referred to in Figure 5 .

[0141] It can be seen that by setting up a second voltage divider module and a second voltage follower module in the second acquisition circuit, the voltage can be output to the control circuit through the voltage follower module after the auxiliary brake working voltage is accurately divided. This can improve the accuracy of the voltage division processing of the auxiliary brake working voltage while improving the transmission stability and accuracy of the voltage signal, which is beneficial to improving the accuracy of the subsequent control circuit in analyzing and comparing the voltage value.

[0142] In the embodiment of the present invention, Figure 3-6 As shown in the figure, the working principle of the auxiliary brake anti-reverse connection and stall detection circuit is as follows:

[0143] like Figure 3 In the anti-reverse connection circuit shown, VBAT is an external car battery, and capacitors C1, C2, C3, and C4 can filter the VBAT voltage. At this time, the VBAT voltage reaches Q2 through the PMOS parasitic diode of Q1. The brake enable signal output by the GPIO1 pin Brake_EN of the MCU in the control circuit needs to control the transistor Q5 to turn on and pull it down, so that the Vgs voltage of Q1 and Q2 is less than -3V, and Q1 and Q2 are turned on, so that the battery can supply power to the auxiliary brake motor through 12V0_Brake to work. When VBAT and GND are reversed, after the VBAT voltage passes through the PMOS parasitic diode of Q2, due to the reverse connection of the PMOS parasitic diode of Q1, the power supply cannot return to the car battery through Q1, which plays an anti-reverse connection role, protects the circuit and the auxiliary brake motor, and avoids damage to the circuit and the auxiliary brake motor. Also, when the auxiliary brake motor stops working, due to the existence of back EMF, the back EMF needs to be discharged to avoid damage to the circuit. Therefore, the back EMF can be discharged through the following path in the anti-reverse connection circuit: the back EMF is from 12V0_Brake through the PMOS parasitic diode of Q2, R5, R6, R9 and R10, thereby controlling Q3 to turn on, and then the back EMF is discharged through R10.

[0144] like Figure 4 In the first acquisition circuit shown, the NMOS tube of Q4 can prevent VBAT from consuming power because it cannot pass through the R3 and R4 loops when the MCU in the control circuit is not working; after the MCU is working, the power enable signal output by Bat_EN of GPIO2 controls the NMOS tube of Q4 to make Q4's Vgs>1.5V, and VBAT is divided by the R3 and R4 resistors, wherein the accuracy of the R3 and R4 resistors is required to be 0.1% to reduce the acquisition voltage error, and VBAT takes 12V as an example, the acquisition voltage range is 0-1.091V, and the collected voltage passes through the voltage follower U1, so that the output voltage is equal to the input voltage, and finally input to the first detection terminal (ADC2) of the MCU.

[0145] like Figure 5In the second acquisition circuit shown, the working voltage 12V0_Brake of the auxiliary brake is the voltage after VBAT passes through Q1 and Q2. Since the PMOS tubes Q1 and Q2 have internal resistance, the internal resistance is 10mΩ, and the normal working current of the auxiliary brake motor is 5A. The voltage drop through Q1 and Q2 is V=RI=(10mΩ+10mΩ)*5A=0.1V. At this time, the working voltage 12V0_Brake of the auxiliary brake motor is 11.9V, and the working voltage 12V0_Brake of the auxiliary brake motor is divided by resistors R13 and R14. The accuracy of the resistors R13 and R14 is required to be 0.1% to reduce the error of the acquisition voltage. The acquisition voltage range is 0-1.082V. The collected voltage passes through the voltage follower U2, so that the output voltage is equal to the input voltage, and finally input to the second detection terminal (ADC1) of the MCU.

[0146] like Figure 6In the control circuit shown, GPIO1 and GPIO2 of the MCU are respectively used to control the power supply of the auxiliary brake motor and control the acquisition of the car battery voltage VBAT, and ADC1 and ADC2 are respectively used to acquire the voltage value of the auxiliary brake motor working voltage 12V0_Brake and the car battery voltage VBAT after the resistor divider and voltage follower. Among them, the analog-to-digital conversion process of the MCU can be as follows: the ADC of the MCU is a 12-bit binary number, that is, it can represent a decimal number from 0 to 4095 (2^12). For example, the corresponding surface voltage can be 0-3.3V, and the analog-to-digital conversion formula can be: AD=Vin value*4096 / Vref=Vin value*4096 / 3.3. The voltage of the car battery collected by ADC2 is 1.091V, and the corresponding AD value calculated is 1.091*4096 / 3.3=1354; the normal working voltage of the auxiliary brake collected by ADC1 is 1.082V, and the corresponding AD value calculated is 1.082*4096 / 3.3=1343. Then determine whether the motor is stalled by calculating the difference between the AD values ​​corresponding to ADC2 and ADC1. When the auxiliary brake motor works normally, the AD difference is 1354-1343=11; when the auxiliary brake motor is stalled, the auxiliary brake working current will reach more than 20A, and then the voltage drop through Q1 and Q2 is V=RI=(10mΩ+10mΩ)*20A=0.4V, then the auxiliary brake working voltage 12V0_Brake is 11.6V, and then the voltage is divided by R13 and R14 to obtain a divided voltage of 1.055V. At this time, it can be calculated that the AD value corresponding to the auxiliary brake is 1.055*4096 / 3.3=1301, so the difference between the AD values ​​corresponding to ADC2 and ADC1 can be further calculated as 1354-1301=53. It can be seen that when the AD difference is greater than or equal to 53, it means that the auxiliary brake motor is blocked. At this time, corresponding processing measures can be taken, and the blocking information can be reported, and the auxiliary brake motor can be controlled through Brake_EN.

[0147] Embodiment 2

[0148] See also Figure 7 , Figure 7 The embodiment of the present invention is disclosed Figure 7 1 is a flow chart of a method for detecting reverse connection and stalling of a secondary brake disclosed in an embodiment of the present invention. Figure 7 The described auxiliary brake anti-reverse connection and stall detection method can be applied to the auxiliary brake anti-reverse connection and stall detection circuit; wherein, the circuit may include an anti-reverse connection circuit, a voltage acquisition circuit and a control circuit, wherein:

[0149] The first end of the anti-reverse connection circuit is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit is electrically connected to the first enable control end of the control circuit; the first end of the voltage acquisition circuit is used to electrically connect to the vehicle power supply, the second end of the voltage acquisition circuit is electrically connected to the second enable control end of the control circuit, and the third end of the voltage acquisition circuit is electrically connected to the first detection end of the control circuit; the fourth end of the voltage acquisition circuit is used to electrically connect to the auxiliary brake, the fifth end of the voltage acquisition circuit is used to electrically connect to the standard working voltage, and the sixth end of the voltage acquisition circuit is electrically connected to the second detection end of the control circuit, which is not limited in the embodiments of the present invention. Figure 7 As shown, the auxiliary brake anti-reverse connection and stall detection method may include the following operations:

[0150] 201. The anti-reverse connection circuit receives a brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet a preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit.

[0151] 202. The voltage acquisition circuit receives the power enable signal transmitted by the control circuit, and based on the power enable signal, performs a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and performs a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and outputs the divided power supply voltage and the divided brake voltage to the control circuit.

[0152] 203. The control circuit performs analog-to-digital conversion on the received divided power supply voltage and divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, it determines whether the motor of the auxiliary brake is stalled to obtain a determination result; based on the determination result, it determines the brake enable signal to be output.

[0153] Optionally, the control circuit performs analog-to-digital conversion on the received divided power supply voltage and divided brake voltage, and a specific method of obtaining the target power supply voltage and the target brake voltage may include:

[0154] Get the ground voltage; calculate the divided power supply voltage and divide it by the ground voltage to get the power supply voltage AD (Analog-to-Digital) value as the target power supply voltage; calculate the divided brake voltage and divide it by the ground voltage to get the brake voltage AD value as the target brake voltage;

[0155] Further optionally, the control circuit determines whether the motor of the auxiliary brake is stalled according to the target power supply voltage and the target brake voltage, and a specific method of obtaining the determination result may include:

[0156] Calculate the difference between the target power supply voltage and the target brake voltage to obtain an AD difference; determine whether the AD difference is greater than or equal to a preset difference; when it is determined that the AD difference is greater than or equal to the preset difference, determine that the motor of the auxiliary brake is blocked; when it is determined that the AD difference is less than the preset difference, determine that the motor of the auxiliary brake is not blocked.

[0157] Further optionally, when the control circuit determines that the auxiliary brake motor is stalled, the control circuit may also take corresponding processing measures for the auxiliary brake motor stall and report the motor stall information to the control system, which is not limited in the embodiment of the present invention.

[0158] It can be seen that the method described in the embodiment of the present invention can be implemented by the anti-reverse connection circuit. When it is detected that the vehicle power supply voltage and the brake enable signal meet the conduction condition, the corresponding branch can be turned on to control the vehicle power supply to supply power to the auxiliary brake; the vehicle power supply voltage and the auxiliary brake working voltage are divided by the voltage acquisition circuit respectively, and the divided power supply voltage and the divided brake voltage obtained by the voltage division are output to the control circuit, and then the divided voltage is converted by the control circuit, and it is judged whether the auxiliary brake motor is blocked according to the target power supply voltage and the target brake voltage obtained by the conversion, and the brake enable signal to be outputted is determined according to the judgment result, so that the auxiliary brake motor is powered when the power supply is correctly connected and the auxiliary brake motor is not powered when the power supply is reversed, and it is realized that by comparing the vehicle power supply voltage and the brake working voltage, it is possible to improve the detection efficiency and detection accuracy of abnormal conditions of the auxiliary brake while reducing the abnormal detection cost of the auxiliary brake such as power reverse connection / motor blocking, which is conducive to taking efficient treatment measures when the power supply of the auxiliary brake is reversed or the motor is blocked, and improving the control accuracy of the auxiliary brake, thereby helping to improve the safety of the use of the auxiliary brake, and thereby helping to improve the safety of driving training.

[0159] In an optional embodiment, the anti-reverse connection circuit may include a power supply conduction control circuit and a discharge control circuit, wherein: a first end of the power supply conduction control circuit is used to electrically connect to a vehicle power supply, a second end of the power supply conduction control circuit is used to electrically connect to the first end of the auxiliary brake and the discharge control circuit respectively, a third end of the power supply conduction control circuit is electrically connected to the first enable control end of the control circuit, and a fourth end of the power supply conduction control circuit is electrically connected to the second end of the discharge control circuit; a fifth end of the power supply conduction control circuit and a third end of the discharge control circuit are used to be grounded respectively;

[0160] Among them, the anti-reverse connection circuit receives the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit, which can be specifically as follows:

[0161] The power conduction control circuit receives the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the branch where the switch device in the power conduction control circuit is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the power conduction control circuit;

[0162] When the motor of the auxiliary brake stops working, the discharge control circuit discharges the back electromotive force generated by the motor stopping working.

[0163] It can be seen that this optional embodiment can control the conduction of the branch between the vehicle power supply and the auxiliary brake to supply power to the auxiliary brake when the power supply voltage is correctly connected and the brake enable signal is received. It can improve the detection accuracy of whether the vehicle power supply access is normal while improving the control accuracy of circuit conduction. When the power supply is reversed, it can control not to supply power to the auxiliary brake to avoid circuit damage, which is beneficial to improve the control accuracy of power supply to the auxiliary brake and the safety of use of the auxiliary brake; and it can also discharge the back electromotive force generated when the motor stops working through the discharge control circuit, which can avoid the back electromotive force damaging the circuit and improve the circuit safety.

[0164] In this optional embodiment, optionally, the power conduction control circuit includes a first conduction control module, a second conduction control module, a third conduction control module and a first protection module, wherein: the first end of the first conduction control module is used to electrically connect to the vehicle power supply, the second end of the first conduction control module is electrically connected to the first end of the second conduction control module and the first end of the first protection module respectively, the second end of the second conduction control module is used to electrically connect to the first end of the auxiliary brake and the discharge control circuit respectively, the third end of the first conduction control module is electrically connected to the third end of the second conduction control module, the second end of the first protection module, and the first end of the third conduction control module respectively, the second end of the third conduction control module is electrically connected to the second end of the discharge control circuit, the third end of the third conduction control module is electrically connected to the first enable control end of the control circuit, and the fourth end of the third conduction control module is used for grounding;

[0165] Among them, the power conduction control circuit receives the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the branch where the switch device in the power conduction control circuit is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the power conduction control circuit, which can be specifically as follows:

[0166] The third conduction control module receives the brake enable signal transmitted by the control circuit; when the brake enable signal is the first preset signal, the branch where the switch device in the third conduction control module is located is controlled to be turned on; when the third conduction control module is in the on state and detects that the vehicle power is correctly connected, the branch where the switch device in the first conduction control module is located is controlled to be turned on; when the third conduction control module is in the on state, the branch where the switch device in the second conduction control module is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the first conduction control module and the second conduction control module.

[0167] It can be seen that this optional embodiment can also improve the conduction control accuracy of the power conduction control circuit by setting a third conduction control module in the power conduction control circuit to control the first conduction control module and the second conduction control module to be turned on when the brake enable signal is a preset signal and the power supply is correctly connected, which is beneficial to further improve the control accuracy of power supply to the auxiliary brake and improve the safety of use of the auxiliary brake.

[0168] In this optional embodiment, optionally, the discharge control circuit may include a fourth conduction control module and a discharge module, wherein: the first end of the fourth conduction control module is used to electrically connect the auxiliary brake and the second end of the power conduction control circuit respectively, and the second end of the fourth conduction control module is electrically connected to the first end of the discharge module and the fourth end of the power conduction control circuit respectively; the third end of the fourth conduction control module and the second end of the discharge module are used to be grounded respectively;

[0169] When the motor of the auxiliary brake stops working, the discharge control circuit discharges the back electromotive force generated by the motor stopping working, which can be specifically:

[0170] When the motor of the auxiliary brake stops working, the fourth conduction control module controls the branch where the switch device in the fourth conduction control module is located to be turned on, so as to discharge the back electromotive force generated by the motor stopping working through the discharge module.

[0171] It can be seen that this optional embodiment can also set a fourth conduction control module in the discharge control circuit, so that the discharge control circuit can be turned on only when the auxiliary brake stops working and generates back electromotive force, thereby improving the conduction control accuracy of the circuit; and, setting a discharge module in the discharge control circuit can efficiently discharge the back electromotive force, thereby improving the discharge efficiency of the back electromotive force, which is beneficial to avoid damage to the circuit and improve the circuit safety.

[0172] In another optional embodiment, the voltage acquisition circuit may include a first acquisition circuit and a second acquisition circuit, wherein: the first end of the first acquisition circuit is used to electrically connect to the vehicle power supply, the second end of the first acquisition circuit is electrically connected to the second enable control end of the control circuit, and the third end of the first acquisition circuit is electrically connected to the first detection end of the control circuit; the fourth end of the first acquisition circuit is used to be grounded; the first end of the second acquisition circuit is used to electrically connect to the auxiliary brake, the second end of the second acquisition circuit is used to electrically connect to the standard working voltage, and the third end of the second acquisition circuit is electrically connected to the second detection end of the control circuit; the fourth end of the second acquisition circuit is used to be grounded;

[0173] The first acquisition circuit receives a power enable signal transmitted by the control circuit, and when the power enable signal is a second preset signal, performs a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage, and outputs the divided power supply voltage to the control circuit;

[0174] The second acquisition circuit performs a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided-voltage brake voltage, and outputs the divided-voltage brake voltage to the control circuit.

[0175] It can be seen that this optional embodiment can improve the accuracy of collecting the power supply voltage and the auxiliary brake working voltage by respectively setting up a first acquisition circuit to collect the vehicle power supply voltage and a second acquisition circuit to collect the auxiliary brake working voltage, and respectively divide the collected voltage before transmitting the voltage to the control circuit. This can improve the accuracy of collecting the power supply voltage and the auxiliary brake working voltage, and improve the accuracy of the voltage division processing of the voltage value, which is beneficial for making the voltage transmitted to the control circuit meet the voltage acquisition requirements of the control circuit, thereby avoiding circuit damage and improving the accuracy of subsequent analysis and comparison of the voltage values.

[0176] Embodiment 3

[0177] See also Figure 8 , Figure 8 : is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present invention, and the electronic device includes any of the auxiliary brake anti-reverse connection and stall detection circuits in the first embodiment. And the functions that can be realized by the electronic device include but are not limited to preventing the auxiliary brake power supply from being reversed and detecting whether the auxiliary brake motor is stalled. It should be noted that for a detailed description of the auxiliary brake anti-reverse connection and stall detection circuit, please refer to the specific description of the relevant content in the first embodiment, and this embodiment will not be repeated.

[0178] It can be seen that implementation Figure 8The electronic device described can conduct the corresponding branch when detecting that the vehicle power supply voltage and the brake enable signal meet the conduction conditions through the anti-reverse connection circuit to control the vehicle power supply to supply power to the auxiliary brake; the vehicle power supply voltage and the auxiliary brake working voltage are divided by the voltage acquisition circuit, and the divided power supply voltage and the divided brake voltage obtained by the voltage division are output to the control circuit, and then the divided voltage is converted into digital by the control circuit, and it is judged whether the auxiliary brake motor is blocked according to the target power supply voltage and the target brake voltage obtained by the conversion, and the brake enable signal to be outputted is determined according to the judgment result, so that the auxiliary brake motor can be powered when the power supply is correctly connected and not powered when the power supply is reversed, and it is judged whether the auxiliary brake motor is blocked by comparing the vehicle power supply voltage and the brake working voltage, and it can reduce the detection cost of abnormalities such as power reverse connection / motor blocking of the auxiliary brake, and improve the detection efficiency and detection accuracy of abnormal conditions of the auxiliary brake, which is conducive to taking efficient treatment measures when the power supply of the auxiliary brake is reversed or the motor is blocked, and improving the control accuracy of the auxiliary brake, thereby helping to improve the safety of the use of the auxiliary brake, and thereby helping to improve the safety of driving training.

[0179] The above is a detailed introduction to an anti-reverse connection and stall detection circuit, method and electronic device for an auxiliary brake disclosed in an embodiment of the present invention. Specific embodiments are used in this article to illustrate the principles and implementation methods of the present invention, but the above preferred embodiments are not used to limit the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for a person skilled in the art, based on the idea of ​​the present invention, without departing from the spirit and scope of the present invention, there will be changes in the specific implementation methods and application scopes. Therefore, the scope of protection of the present invention shall be based on the scope defined in the claims.

Claims

1. A reverse connection prevention and stall detection circuit for an auxiliary brake, characterized in that: The auxiliary brake anti-reverse connection and stall detection circuit (10) comprises an anti-reverse connection circuit (101), a voltage collection circuit (102) and a control circuit (103), wherein: The first end of the anti-reverse connection circuit (101) is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit (101) is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit (101) is electrically connected to the first enable control end of the control circuit (103); the first end of the voltage acquisition circuit (102) is used to electrically connect to the vehicle power supply, the second end of the voltage acquisition circuit (102) is electrically connected to the second enable control end of the control circuit (103), and the third end of the voltage acquisition circuit (103) is electrically connected to the first detection end of the control circuit (103); the fourth end of the voltage acquisition circuit (102) is used to electrically connect to the auxiliary brake, the fifth end of the voltage acquisition circuit (102) is used to electrically connect to the standard working voltage, and the sixth end of the voltage acquisition circuit (102) is electrically connected to the second detection end of the control circuit (103); The anti-reverse connection circuit (101) is used to receive the brake enable signal transmitted by the control circuit (103); when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet a preset conduction condition, the anti-reverse connection circuit (101) is turned on, so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit (101); The voltage acquisition circuit (102) is used to receive a power enable signal transmitted by the control circuit (103), and based on the power enable signal, perform a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and perform a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and output the divided power supply voltage and the divided brake voltage to the control circuit (103); The control circuit (103) is used to perform an analog-to-digital conversion operation on the received divided power supply voltage and the divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, determine whether the motor of the auxiliary brake is stalled to obtain a determination result; and based on the determination result, determine a brake enable signal to be output.

2. The auxiliary brake anti-reverse connection and stall detection circuit according to claim 1, characterized in that: The reverse connection prevention circuit (101) comprises a power supply conduction control circuit (1011) and a discharge control circuit (1012), wherein: The first end of the power supply control circuit (1011) is used to electrically connect to the vehicle power supply, the second end of the power supply control circuit (1011) is used to electrically connect to the auxiliary brake and the first end of the discharge control circuit (1012) respectively, the third end of the power supply control circuit (1011) is electrically connected to the first enable control end of the control circuit (103), the fourth end of the power supply control circuit (1011) is electrically connected to the second end of the discharge control circuit (1012); the fifth end of the power supply control circuit (1011) and the third end of the discharge control circuit (1012) are respectively used to be grounded; The power supply conduction control circuit (1011) is used to receive the brake enable signal transmitted by the control circuit (103); when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet a preset conduction condition, the branch where the switch device in the power supply conduction control circuit (1011) is located is controlled to be turned on, so that the vehicle power supply supplies power to the auxiliary brake through the power supply conduction control circuit (1011); The discharge control circuit (1012) is used to discharge the back electromotive force generated by the motor stopping working when the motor of the auxiliary brake stops working.

3. The reverse connection prevention and stall detection circuit of the auxiliary brake according to claim 2, characterized in that: The power supply conduction control circuit (1011) comprises a first conduction control module (10111), a second conduction control module (10112), a third conduction control module (10113) and a first protection module (10114), wherein: The first end of the first conduction control module (10111) is used to electrically connect to the vehicle power supply, the second end of the first conduction control module (10111) is respectively electrically connected to the first end of the second conduction control module (10112) and the first end of the first protection module (10114), the second end of the second conduction control module (10112) is respectively electrically connected to the auxiliary brake and the first end of the discharge control circuit (1012), and the third end of the first conduction control module (10111) is respectively electrically connected to the first end of the second conduction control module (10112). The third end of the second conduction control module (10112), the second end of the first protection module (10114), and the first end of the third conduction control module (10113) are electrically connected, the second end of the third conduction control module (10113) is electrically connected to the second end of the discharge control circuit (1012), the third end of the third conduction control module (10113) is electrically connected to the first enable control end of the control circuit (103), and the fourth end of the third conduction control module (10113) is used for grounding; The third conduction control module (10113) is used to receive a brake enable signal transmitted by the control circuit (103); when the brake enable signal is a first preset signal, the branch where the switch device in the third conduction control module (10113) is located is controlled to be turned on; The first conduction control module (10111) is used to control the branch where the switch device in the first conduction control module (10111) is located to be turned on when the third conduction control module (10113) is in the on state and detects that the vehicle power supply is correctly connected; The second conduction control module (10112) is used to control the branch component where the switch device in the second conduction control module (10112) is located to be turned on when the third conduction control module (10113) is in the conduction state, so that the vehicle power supply supplies power to the auxiliary brake through the first conduction control module (10111) and the second conduction control module (10112).

4. The reverse connection prevention and stall detection circuit of the auxiliary brake according to claim 2, characterized in that: The discharge control circuit (1012) comprises a fourth conduction control module (10121) and a discharge module (10122), wherein: The first end of the fourth conduction control module (10121) is used to electrically connect the auxiliary brake and the second end of the power conduction control circuit (1011) respectively, and the second end of the fourth conduction control module (10121) is electrically connected to the first end of the discharge module (10122) and the fourth end of the power conduction control circuit (1011) respectively; the third end of the fourth conduction control module (10121) and the second end of the discharge module (10122) are used to be grounded respectively; The fourth conduction control module (10121) is used to control the branch where the switch device in the fourth conduction control module (10121) is located to be turned on when the motor of the auxiliary brake stops working, so as to discharge the back electromotive force generated by the motor stopping working through the discharge module (10122).

5. The auxiliary brake anti-reverse connection and stall detection circuit according to any one of claims 1 to 4, characterized in that: The voltage acquisition circuit (102) comprises a first acquisition circuit (1021) and a second acquisition circuit (1022), wherein: The first end of the first acquisition circuit (1021) is used to electrically connect to the vehicle power supply, the second end of the first acquisition circuit (1021) is electrically connected to the second enable control end of the control circuit (103), and the third end of the first acquisition circuit (1021) is electrically connected to the first detection end of the control circuit (103); the fourth end of the first acquisition circuit (1021) is used to be grounded; The first end of the second acquisition circuit (1022) is used to be electrically connected to the auxiliary brake, the second end of the second acquisition circuit (1022) is used to be electrically connected to the standard working voltage, the third end of the second acquisition circuit (1022) is electrically connected to the second detection end of the control circuit (103); and the fourth end of the second acquisition circuit (1022) is used to be grounded; The first acquisition circuit (1021) is used to receive a power enable signal transmitted by the control circuit (103), and when the power enable signal is a second preset signal, perform a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage, and output the divided power supply voltage to the control circuit (103); The second acquisition circuit (1022) is used to perform a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage, and output the divided brake voltage to the control circuit (103).

6. The auxiliary brake anti-reverse connection and stall detection circuit according to claim 5, characterized in that: The first acquisition circuit (1021) comprises a fifth conduction control module (10211), a first voltage dividing module (10212) and a first voltage following module (10213), wherein: The first end of the fifth conduction control module (10211) is electrically connected to the second enable control end of the control circuit (103), the second end of the fifth conduction control module (10211) is electrically connected to the first end of the first voltage divider module (10212), the third end of the fifth conduction control module (10211) is electrically connected to the second end of the first voltage divider module (10212) and the first input end of the first voltage follower module (10213), the third end of the first voltage divider module (10212) is used to electrically connect to the vehicle power supply, and the fourth end of the first voltage divider module (10212) is used to be grounded; the output end of the first voltage follower module (10213) is electrically connected to the second input end of the first voltage follower module (10213) and the first detection end of the control circuit (103), respectively.

7. The auxiliary brake anti-reverse connection and stall detection circuit according to claim 6, characterized in that: The first voltage dividing module (10212) comprises a first voltage dividing unit (102121) and a second voltage dividing unit (102122), wherein: The first end of the first voltage dividing unit (102121) is used to electrically connect to the vehicle power supply, and the second end of the first voltage dividing unit (102121) is electrically connected to the second end of the fifth conduction control module (10211); The first end of the second voltage divider unit (102122) is electrically connected to the third end of the fifth conduction control module (10211) and the first input end of the first voltage follower module (10213), respectively, and the second end of the second voltage divider unit (102122) is used for grounding.

8. The auxiliary brake anti-reverse connection and stall detection circuit according to claim 5, characterized in that: The second acquisition circuit (1022) comprises a second voltage dividing module (10221) and a second voltage following module (10222), wherein: The first end of the second voltage dividing module (10221) is used to electrically connect to the auxiliary brake, the second end of the second voltage dividing module (10221) is electrically connected to the first input end of the second voltage following module (10222), and the third end of the second voltage dividing module (10221) is used to be grounded; The output end of the second voltage follower module (10222) is electrically connected to the second input end of the second voltage follower module (10222) and the second detection end of the control circuit (103), respectively; the power supply end of the second voltage follower module (10222) is used to electrically connect to the standard operating voltage; and the ground end of the second voltage follower module (10222) is used for grounding.

9. A method for detecting reverse connection and stalling of an auxiliary brake, characterized in that: The method is applied to the reverse connection prevention and stall detection circuit of the auxiliary brake, the circuit comprising a reverse connection prevention circuit, a voltage acquisition circuit and a control circuit, wherein: The first end of the anti-reverse connection circuit is used to electrically connect to the vehicle power supply, the second end of the anti-reverse connection circuit is used to electrically connect to the auxiliary brake, and the third end of the anti-reverse connection circuit is electrically connected to the first enable control end of the control circuit; the first end of the voltage acquisition circuit is used to electrically connect to the vehicle power supply, the second end of the voltage acquisition circuit is electrically connected to the second enable control end of the control circuit, and the third end of the voltage acquisition circuit is electrically connected to the first detection end of the control circuit; the fourth end of the voltage acquisition circuit is used to electrically connect to the auxiliary brake, the fifth end of the voltage acquisition circuit is used to electrically connect to the standard working voltage, and the sixth end of the voltage acquisition circuit is electrically connected to the second detection end of the control circuit; The method comprises: The anti-reverse connection circuit receives the brake enable signal transmitted by the control circuit; when it is detected that the power supply voltage of the vehicle power supply and the brake enable signal meet the preset conduction condition, the anti-reverse connection circuit is turned on so that the vehicle power supply supplies power to the auxiliary brake through the anti-reverse connection circuit; The voltage acquisition circuit receives the power enable signal transmitted by the control circuit, and based on the power enable signal, performs a first voltage division process on the detected power supply voltage of the vehicle power supply to obtain a divided power supply voltage; and performs a second voltage division process on the detected brake working voltage of the auxiliary brake to obtain a divided brake voltage; and outputs the divided power supply voltage and the divided brake voltage to the control circuit; The control circuit performs an analog-to-digital conversion operation on the received divided power supply voltage and the divided brake voltage to obtain a target power supply voltage and a target brake voltage; based on the target power supply voltage and the target brake voltage, it determines whether the motor of the auxiliary brake is stuck to obtain a judgment result; based on the judgment result, it determines the brake enable signal to be output.

10. An electronic device, characterized in that: The electronic device comprises a device body and an anti-reverse connection and stall detection circuit for the auxiliary brake as described in any one of claims 1-8.

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