Vehicle, redundant drive circuit and door lock

Abstract

The invention discloses a vehicle, a redundant drive circuit and a door lock. The vehicle comprises a vehicle body, a redundant power source and the door lock. The redundant power supply comprises a capacitor which is used for supplying power. The door lock comprises a door lock motor, a main driving circuit and a redundant driving circuit; the main driving circuit is electrically connected with the door lock motor and used for driving the door lock motor to work under the condition that the vehicle works normally. The redundant drive circuit is electrically connected with the door lock motor, the power supply end of the redundant drive circuit is connected to the anode of the capacitor, and the cathode of the capacitor is grounded; the redundant drive circuit is configured to respond to the collision signal and conduct a signal branch between the redundant power supply and the door lock motor; wherein the collision signal is a signal generated after the vehicle is subjected to external collision. Therefore, when the vehicle is subjected to external collision, the redundant drive circuit can work to enable the redundant power supply to supply power to the door lock motor, so that the vehicle door can be unlocked in time, and passengers can leave the accident vehicle at the first time.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and more specifically, to a vehicle, a redundant drive circuit, and a door lock. Background Art

[0002] During vehicle driving, the vehicle doors usually lock automatically to avoid accidental opening of the doors caused by accidental touching of the door switches.

[0003] However, if the vehicle encounters accidents such as collisions or rear - ends, it is possible that the power supply circuit corresponding to the door lock fails (for example, the power cord harness corresponding to the battery is open - circuited), resulting in the inability to unlock the door. In this case, passengers cannot leave the accident vehicle in the first place, posing a certain potential safety hazard to the lives of passengers. Summary of the Invention

[0004] Embodiments of the present application provide a vehicle, a redundant drive circuit, and a door lock.

[0005] In a first aspect, some embodiments of the present application provide a vehicle, which includes a vehicle body, a redundant power supply, and a door lock. The vehicle body includes vehicle doors. The redundant power supply includes a capacitor for power supply. The door lock is provided on the vehicle door; the door lock includes a door lock motor, a main drive circuit, and a redundant drive circuit; the main drive circuit is electrically connected to the door lock motor and is configured to drive the door lock motor to work when the vehicle is operating normally. The redundant drive circuit is electrically connected to the door lock motor, and the power supply terminal of the redundant drive circuit is connected to the positive electrode of the capacitor, and the negative electrode of the capacitor is grounded; the redundant drive circuit is configured to: in response to a collision signal, conduct the signal branch between the redundant power supply and the door lock motor; where the collision signal is a signal generated after the vehicle is externally impacted.

[0006] In a second aspect, some embodiments of the present application further provide a redundant drive circuit, which is applied to a vehicle. The vehicle includes a redundant power supply and a door lock motor, and the redundant power supply is powered by a capacitor. The redundant drive circuit is provided with a first connection end, a second connection end, a power supply terminal, and a ground terminal; the first connection end and the second connection end are used to connect the door lock motor, and the power supply terminal is used to connect the redundant power supply. The redundant drive circuit includes a first switch module, a second switch module, and a control module. The first switch module is connected between the power supply terminal and the first connection end, and the second switch module is connected between the second connection end and the ground terminal. The control module is electrically connected to the first switch module and the second switch module respectively, and is configured to: in response to a collision signal, control the first switch module to conduct the signal branch between the power supply terminal and the first connection end, and control the second switch module to conduct the signal branch between the second connection end and the ground terminal; where the collision signal is a signal generated after the vehicle is externally impacted.

[0007] In a third aspect, some embodiments of the present application further provide a door lock, which is applied to a vehicle. The vehicle includes a redundant power supply, and the redundant power supply is powered by a capacitor. The door lock includes a door lock motor, a main drive circuit, and the above-mentioned redundant drive circuit. Among them, the main drive circuit is electrically connected to the door lock motor, and the main drive circuit is used to drive the door lock motor to work when the vehicle is operating normally. The door lock motor is connected between the first connection end and the second connection end of the redundant drive circuit, and the power supply end of the redundant drive circuit is used to connect to the redundant power supply.

[0008] The present application provides a vehicle, a redundant drive circuit, and a door lock. The door lock includes a door lock motor, a main drive circuit, and a redundant drive circuit. When the vehicle is operating normally, the main drive circuit is used to drive the door lock motor to work. For example, the main drive circuit can be an H-bridge drive circuit or a relay drive circuit. In the present application, the redundant drive circuit is configured to: in response to a collision signal, conduct the signal branch between the redundant power supply and the door lock motor; wherein, the collision signal is a signal generated after the vehicle is externally impacted.

[0009] Therefore, when the vehicle is externally impacted, the redundant drive circuit will operate to supply power from the redundant power supply to the door lock motor to ensure that the door can be unlocked in time, enabling passengers to leave the accident vehicle immediately. In addition, the door lock motor can be dual-driven and controlled by the redundant drive circuit and the main drive circuit. Even when the main drive circuit fails, the vehicle can still ensure that the door is successfully unlocked through the redundant power supply and the redundant drive circuit to ensure the safety of passengers' lives.

[0010] Furthermore, since the redundant power supply is powered by a capacitor, compared with the power supply method of a battery, the volume of the capacitor is smaller and more compact, and it can be arranged in a non-collision area of the vehicle, such as under the vehicle floor, to improve the power supply reliability of the redundant power supply. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0012] Figure 1 is a schematic structural diagram of the vehicle provided by the embodiment of the present application.

[0013] Figure 2 is Figure 1 a schematic circuit structure diagram of the door lock in the vehicle shown.

[0014] Figure 3 is Figure 1Schematic diagram of the circuit structure of the redundant power supply in the vehicle shown

[0015] Figure 4 is Figure 2 Schematic diagram of a structure of the redundant drive circuit in the door lock shown

[0016] Figure 5 is Figure 2 Another schematic diagram of the structure of the redundant drive circuit in the door lock shown Detailed implementation manners

[0017] The following details the implementation manners of the present application. The examples of the implementation manners are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The implementation manners described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and should not be construed as a limitation to the present application.

[0018] To enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts fall within the scope of protection of the present application.

[0019] Please refer to Figure 1 , the embodiment of the present application provides a vehicle 100. The vehicle 100 refers to a means of transportation driven or towed by a power device for people to ride or for transporting goods, including but not limited to cars, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), driverless online car-hailing vehicles, minibuses, buses, and the like.

[0020] In this embodiment, the vehicle 100 may include a vehicle body 110 and a door lock 200. Among them, the vehicle body 110 is provided with a seating space for the driver and passengers. The vehicle body 110 may include a vehicle frame, a door 1120, and a floor (not shown in the figure). The vehicle frame, the door 1120, and the floor jointly define the above-mentioned seating space. In addition, the vehicle body 100 may also be provided with an installation space for accommodating and fixing functional devices such as a center console and sensors (for example, collision sensors).

[0021] The door lock 200 is disposed on the vehicle door 1120 and is used to unlock or lock the vehicle door 1120. In some possible embodiments, the vehicle door 1120 adopts a hidden door handle design. Specifically, when the vehicle door 1120 is in the locked state, the hidden door handle retracts into the vehicle door 1120; when the vehicle door 1120 is in the unlocked state, the hidden door handle pops out of the vehicle door 1120.

[0022] Please refer to Figure 2 , the door lock 200 may include a door lock motor 210 and a main drive circuit 230. Among them, the door lock motor 210 may be a DC motor, for example, a permanent magnet DC motor, an excited DC motor, and so on.

[0023] The main drive circuit 230 is electrically connected to the door lock motor 210 and is used to drive the door lock motor 210 to work when the vehicle 100 is operating normally. Among them, "the vehicle 100 is operating normally" may be that the vehicle 100 is in the sleep state, or it may be the state when the vehicle 100 is running normally after starting. At this time, the main drive circuit 230 drives the door lock motor 210 to work.

[0024] In Figure 2 the illustrated embodiment, the main drive circuit 230 may include a controller 2320 and a drive unit 2340. The drive unit 2340 is connected between the controller 2320 and the door lock motor 210 and is connected to the main power supply 130. Specifically, the controller 2320 may be electrically connected to the center console and may control the drive unit 2340 according to the control instructions issued by the center console to drive the door lock motor 210 to work. Exemplarily, the controller 2320 may be an Intelligent Body Control Module (IBCM) or a Zone Control Unit (ZCU).

[0025] In some possible embodiments, the main drive circuit 230 may adopt an H-bridge drive architecture, and the drive unit 2340 is an H-bridge drive circuit as shown in Figure 2 . Specifically, the controller 2320 may control the drive unit 2340 to conduct the signal branch between the main power supply 130 and the door lock motor 210 so that the main power supply 130 supplies power to the door lock motor 210. Further, the controller 2320 may also adjust the direction of the power supply circuit flowing through the door lock motor 210 through the drive unit 2340 to achieve the forward and reverse rotation of the door lock motor 210. For example, when the door lock motor 210 rotates forward, the vehicle door 1120 enters the locked state; when the door lock motor 210 rotates in reverse, the vehicle door 1120 enters the unlocked state.

[0026] In some other possible embodiments, the main drive circuit 230 may adopt a relay drive architecture, and the drive unit 2340 may be a relay drive circuit. The specific implementation manners of the H-bridge drive circuit or the relay drive circuit are not limited in this embodiment.

[0027] In this embodiment, the main drive circuit 230 is connected to the main power supply 130. When the vehicle 100 is operating normally, power is supplied to the door lock motor 210 through the main power supply 130. Specifically, the main power supply 130 may be a storage battery in the vehicle 100, for example, a common lead-acid battery, a maintenance-free battery, and so on. In some possible embodiments, the main power supply 130 may be disposed at the front of the vehicle 100, for example, in the engine compartment or in the area under the co-driver seat. In some other possible embodiments, the main power supply 130 may also be disposed at the rear of the vehicle 100, for example, in the trunk.

[0028] It is not difficult to understand here that when the vehicle 100 is subjected to an external impact, for example, when the front of the vehicle collides or the vehicle is rear-ended, the position where the main power supply 130 is located is very likely to be impacted, which may cause the power supply circuit corresponding to the main power supply 130 to be open-circuited, so that the main drive circuit 230 cannot drive the door lock motor 210 to work to unlock the door 1120. In this case, the passengers inside the vehicle 100 cannot leave the accident vehicle in the first time.

[0029] To solve the above problems, the inventor of the present application provides a redundant power supply 120 in the vehicle 100 and a redundant drive circuit 300 in the door lock 200. That is to say, the vehicle 100 in this embodiment may further include a redundant power supply 120, and the door lock 200 may further include a redundant drive circuit 300. The redundant drive circuit 300 is electrically connected to the door lock motor 210, and the power supply terminal 303 of the redundant drive circuit 300 is used to connect to the redundant power supply 120. Specifically, the redundant drive circuit 300 is configured to: in response to a collision signal, turn on the signal branch between the redundant power supply 120 and the door lock motor 210; wherein, the collision signal is a signal generated after the vehicle 100 is subjected to an external impact.

[0030] Therefore, when the vehicle 100 is subjected to an external impact, the redundant drive circuit 300 will work to supply power from the redundant power supply 120 to the door lock motor 210, so as to ensure that the door 1120 can be unlocked in time, so that the passengers can leave the accident vehicle in the first time. In some possible embodiments, when the door 1120 is unlocked, the hidden door handle will also pop out to facilitate the rescue personnel to rescue the passengers inside the vehicle 100.

[0031] It is not difficult to find here that the door lock motor 210 in this embodiment adopts a dual control architecture of the redundant drive circuit 300 and the main drive circuit 230, and the redundant power supply 120 and the main power supply 130 are independent. Even when the main drive circuit 230 fails, the vehicle 100 can ensure the smooth unlocking of the door 1120 through the redundant power supply 120 and the redundant drive circuit 300 to ensure the safety of passengers' lives.

[0032] In some possible embodiments, the main drive circuit 230 can be connected to the door lock motor 210 through the redundant drive circuit 300. When the vehicle 100 is subjected to an external impact, the redundant drive circuit 300 can also cut off the signal branch between the main drive circuit 230 and the door lock motor 210 to prevent signal conflicts. Of course, the main drive circuit 230 can also be directly connected to both ends of the door lock motor 210. The specific implementation manner of the redundant drive circuit 300 will be introduced in detail in the following text of the specification.

[0033] In this embodiment, the redundant power supply 120 is powered by a capacitor. Please refer to Figure 3 , the redundant power supply 120 may include a capacitor 1210, and the capacitor 1210 is used for power supply. Among them, the positive electrode of the capacitor 1210 is connected to the power supply terminal 303 of the redundant drive circuit 300, and the negative electrode of the capacitor 1210 is grounded. As an implementation manner, the capacitor 1210 can be a super capacitor, and the super capacitor has the characteristics of fast charge and discharge of a capacitor and the energy storage characteristics of a storage battery at the same time.

[0034] In addition, compared with a storage battery, the volume of the capacitor 1210 is smaller, so that the redundant power supply 120 can be set in a non-collision area on the vehicle 100 to improve the power supply reliability of the redundant power supply 120. As an implementation manner, the redundant power supply 120 can be set on the floor to reduce the probability of failure of the redundant power supply 120 when the vehicle 100 is subjected to an external impact. It is not difficult to understand here that when the vehicle 100 is working normally, the capacitor 1210 can be charged through the main power supply 130 so that both ends of the capacitor 1210 are maintained at a certain voltage value.

[0035] In some possible embodiments, as Figure 3 shown, the redundant power supply 120 may further include a protection resistor 1230 and a switching tube 1250. Among them, the protection resistor 1230 and the capacitor 1210 are connected in series, one end of the protection resistor 1230 is connected to the negative electrode of the capacitor 1210, and the other end is grounded. Specifically, the protection resistor 1230 is used to limit the current and suppress voltage spikes to ensure that the capacitor 1210 can be charged and discharged smoothly.

[0036] The switching transistor 1250 and the capacitor 1210 are connected in series, and they serve as switching elements in the redundant power supply 120. Specifically, when the switching transistor 1250 is turned on, the capacitor 1210 discharges to the redundant drive circuit 300; when the switching transistor 1250 is turned off, the capacitor 1210 stops discharging to the redundant drive circuit 300. In Figure 3 In the illustrated embodiment, the switching transistor 1250 is an N-channel field effect transistor. Exemplarily, the switching transistor 1250 can be an N-channel enhancement mode MOSFET. Specifically, the drain of the switching transistor 1250 is connected to the power supply terminal 303, the source of the switching transistor 1250 is connected to the positive electrode of the capacitor 1210, and the gate of the switching transistor 1250 is electrically connected to the control module (not shown in the figure) of the redundant drive circuit 300. The control module of the redundant drive circuit 300 is further configured to: in response to a collision signal, output a high-level signal to the gate of the switching transistor 1250 to turn on the switching transistor 1250. The generation method of the collision signal will be introduced in the following embodiments.

[0037] Therefore, in the case where the vehicle 100 in this embodiment is subjected to an external impact, the redundant drive circuit 300 will control the switching transistor 1250 to turn on, and then the voltage of the capacitor 1210 is loaded onto the power supply terminal 303 of the redundant drive circuit 300. Conversely, when the vehicle 100 is operating normally, the control module of the redundant drive circuit 300 will not output a high-level signal, so that the gate of the switching transistor 1250 is maintained at a low level, and then the switching transistor 1250 remains off.

[0038] In Figure 3 In the illustrated embodiment, the redundant power supply 120 may further include a diode 1270. The positive electrode of the diode 1270 is connected to the source of the switching transistor 1250, and the negative electrode of the diode 1270 is connected to the drain of the switching transistor 1250. In this embodiment, by connecting the diode 1270 between the source and the drain of the switching transistor 1250, the situation of current backflow to the capacitor 1210 can be prevented, so as to achieve the unidirectional power supply of the redundant power supply 120 and ensure that the redundant power supply 120 can operate normally when the vehicle 100 is subjected to an external impact.

[0039] In some possible embodiments, the number of the vehicle doors 1120 and the door locks 200 are both multiple. For example, taking a sedan as an example, the number of the vehicle doors 1120 can be four, and multiple door locks 200 are correspondingly arranged on the multiple vehicle doors 1120.

[0040] As an implementation manner, as Figure 3As shown, the power supply terminals 303 of multiple redundant drive circuits 300 corresponding to multiple door locks 200 are connected to the same redundant power supply 120. In this case, the multiple redundant drive circuits 300 are connected in parallel with each other, and one redundant power supply 120 can supply power to the multiple redundant drive circuits 300 to reduce the hardware cost of the vehicle 100.

[0041] As another implementation, the number of redundant power supplies 120 can also be multiple. The multiple redundant power supplies 120 are connected to the power supply terminals 303 of the multiple redundant drive circuits 300 one by one to supply power to the corresponding redundant drive circuits 300 respectively. In this case, if one of the redundant power supplies 120 fails, it can also ensure that the other redundant drive circuits 300 can unlock the corresponding vehicle doors 1120 smoothly, so that passengers can leave the accident vehicle in the first time.

[0042] In some possible embodiments, the vehicle 100 may further include a collision sensor (not shown in the figure). The collision sensor is electrically connected to the control module of the redundant drive circuit 300. For example, it is connected through a CAN bus. Specifically, the collision sensor is used to generate a collision signal after the vehicle is externally impacted and send the collision signal to the control module of the redundant drive circuit 300. Exemplarily, the collision sensor can be an electronic collision sensor, a mercury switch type collision sensor, etc. This embodiment does not limit this.

[0043] The following describes the specific implementation of the redundant drive circuit 300.

[0044] In this embodiment, the redundant drive circuit 300 is provided with a first connection end 301, a second connection end 302, a power supply end 303, and a ground end 304. Among them, the first connection end 301, the second connection end 302, the power supply end 303, and the ground end 304 are all external connection ports of the redundant drive circuit 300. Specifically, the door lock motor 210 is connected between the first connection end 301 and the second connection end 302. The power supply end 303 is connected to the redundant power supply 120, and the ground end 304 is used for grounding.

[0045] Please refer to Figure 4, the redundant drive circuit 300 may include a first switch module 40, a second switch module 50, and a control module 320. Among them, the first switch module 40 is connected between the power supply terminal 303 and the first connection terminal 301, and the second switch module 50 is connected between the second connection terminal 302 and the ground terminal 304. The control module 320 is electrically connected to the first switch module 40 and the second switch module 50 respectively, and the control module 320 is configured to: in response to a collision signal, control the first switch module 40 to conduct the signal branch between the power supply terminal 303 and the first connection terminal 301, and control the second switch module 50 to conduct the signal branch between the second connection terminal 302 and the ground terminal 304. Among them, the collision signal is a signal generated after the vehicle 100 is externally impacted.

[0046] Therefore, when the vehicle 100 is externally impacted, the redundant drive circuit 300 will operate to supply power to the door lock motor 210 by the redundant power supply 120, so as to ensure that the door 1120 can be unlocked in time, enabling passengers to leave the accident vehicle at the first time. In addition, the door lock motor 210 can be dual-driven and controlled by the redundant drive circuit 300 and the main drive circuit 230. Even in the case of the failure of the main drive circuit 230, the vehicle 100 can still ensure the smooth unlocking of the door 1120 through the redundant power supply 120 and the redundant drive circuit 300 to ensure the safety of passengers' lives.

[0047] In some possible embodiments, the redundant drive circuit 300 may be disposed at the floor position of the vehicle 100 to reduce the probability of the redundant drive circuit 300 malfunctioning when the vehicle 100 is externally impacted.

[0048] Specifically, the control module 320 may be a microcontroller unit (MCU). On the one hand, the control module 320 may be electrically connected to the collision sensor through the CAN bus to receive the collision signal sent by the collision sensor; on the other hand, the control module 320 is also electrically connected to the switch tube 1250 of the redundant power supply 120, the first switch module 40, and the second switch module 50 respectively, and it is used to conduct the signal branch between the capacitor 1210 and the door lock motor 210 when the vehicle 100 has a collision, so that the redundant power supply 120 supplies power to the door lock motor 210.

[0049] Please refer to Figure 5 , the first switch module 40 may include a first switch tube 410. The first switch tube 410 is connected between the power supply terminal 303 and the first connection terminal 301, and the control end 4102 of the first switch tube 410 is electrically connected to the control module 320.

[0050] As an implementation manner, the first switching tube 410 may be an N-channel field effect transistor. The drain of the first switching tube 410 is connected to the power supply terminal 303, the source of the first switching tube 410 is connected to the first connection terminal 301, and the gate of the first switching tube 410 is the control terminal 4102 of the first switching tube 410. In Figure 5 In the illustrated embodiment, the first switching tube 410 is an N-channel enhancement type MOS transistor.

[0051] Specifically, the control module 320 is configured to: in response to the collision signal, output a high-level signal to the gate of the first switching tube 410 to make the first switching tube 410 in a conducting state. It is not difficult to understand that when a high-level signal is input to the gate of the first switching tube 410, the gate voltage of the first switching tube 410 will be greater than the source voltage, thereby turning on the first switching tube 410, that is, turning on the signal branch between the power supply terminal 303 and the first connection terminal 301. Conversely, when the vehicle 100 is operating normally, the control module 320 does not output a high-level signal, so that the gate of the first switching tube 410 is maintained at a low level state, thereby keeping the first switching tube 410 in an off state.

[0052] Of course, as other implementation manners, the first switching tube 410 may also be a bipolar junction transistor, an insulated gate bipolar transistor, etc. The specific implementation manner of the first switching tube 410 in this embodiment is not limited.

[0053] In some possible embodiments, the first switching tube 410 may be integrated in an electronic fuse chip 430 (E-Fuse chip). The electronic fuse chip 430 is used to disconnect the signal branch between the power supply terminal 303 and the first connection terminal 301 when the door lock motor 210 has a short circuit. Specifically, the model of the electronic fuse chip 430 may be BTS7030.

[0054] Here, in combination with Figure 3 It is not difficult to find that when the number of door lock motors 210 is multiple, the power supply terminals 303 of the multiple redundant drive circuits 300 corresponding to the multiple door lock motors 210 are all connected to the same redundant power supply 120. In this embodiment, by integrating the first switching tube 410 in the electronic fuse chip 430, when one of the door lock motors 210 has a short circuit, the overcurrent protection function of the electronic fuse chip 430 can be triggered, and then the short circuit path can be switched in time to ensure that the redundant power supply can smoothly supply power to other door lock motors 210 that do not have a short circuit, so that the other door lock motors 210 can smoothly unlock the corresponding vehicle doors 1120.

[0055] In Figure 5In the illustrated embodiment, the second switch module 50 may include a second switching tube 520 and a first switch driving unit 540. Among them, the second switching tube 520 is connected between the second connection end 302 and the ground end 304, and the first switch driving unit 540 is connected between the control end 5201 of the second switching tube 520 and the positive electrode of the capacitor 1210 (not shown in the figure). That is to say, the driving level of the second switching tube 520 in this embodiment comes from the capacitor 1210. The first switch driving unit 540 is electrically connected to the control module 320, and the control module 320 is specifically configured to: in response to a collision signal, control the first switch driving unit 540 to conduct the signal branch between the control end 5201 of the second switching tube 520 and the positive electrode of the capacitor 1210, so that the capacitor 1210 outputs a high-level signal to the control end 5201 of the second switching tube 520, and further make the second switching tube 520 in a conducting state.

[0056] As an implementation manner, the second switching tube 520 may be an N-channel field effect transistor. The drain of the second switching tube 520 is connected to the second connection end 302, the source of the second switching tube 520 is connected to the ground end 304, and the gate of the second switching tube 520 is the control end 5201 of the second switching tube 520. In Figure 5 the illustrated embodiment, the second switching tube 520 is an N-channel enhancement type MOS transistor. Of course, as other implementation manners, the second switching tube 520 may also be a bipolar junction transistor, an insulated gate bipolar transistor, etc. The specific implementation manner of the second switching tube 520 in this embodiment is not limited.

[0057] The first switch driving unit 540 is used to conduct or disconnect the signal branch between the capacitor 1210 and the second switching tube 520. In some possible embodiments, the first switch driving unit 540 may include a first triode 5410 and a second triode 5430. Specifically, in Figure 5 it, the first triode 5410 is a PNP type bipolar junction transistor, and the second triode 5430 is an NPN type bipolar junction transistor.

[0058] In Figure 5 the illustrated embodiment, the emitter of the first triode 5410 is connected to the positive electrode of the capacitor 1210 (not shown in the figure), the collector of the first triode 5410 is connected to the control end 5201 of the second switching tube 520, and the base of the first triode 5410 is connected to the collector of the second triode 5430. The emitter of the second triode 5430 is connected to the ground end 304, and the base of the second triode 5430 is electrically connected to the control module 320. The control module 320 is specifically configured to: in response to a collision signal, output a high-level signal to the base of the second triode 5430 to make the second triode 5430 in a conducting state, and further make the first triode 5410 in a conducting state.

[0059] It is not difficult to understand that when a high-level signal is input to the base of the second triode 5430, the base voltage of the second triode 5430 will be greater than the emitter voltage, thereby turning on the second triode 5430, and then grounding the base of the first triode 5410. Since the emitter of the first triode 5410 is connected to the capacitor 1210, the emitter voltage of the first triode 5410 will be greater than the base voltage, thereby turning on the first triode 5410. At this time, the capacitor 1210 outputs a high-level signal to the gate of the second switch tube 520, and the gate voltage of the second switch tube 520 will be greater than the source voltage, thereby turning on the second switch tube 520, that is, turning on the signal branch between the second connection end 302 and the ground end 304. Conversely, when the vehicle 100 is working normally, the control module 320 does not output a high-level signal to keep the base of the second triode 5430 at a low level state, and then keep the second switch tube 520 in an off state.

[0060] Therefore, the first switch driving unit 540 in this embodiment adopts a switching circuit architecture, and realizes the conduction and cut-off of the second switch tube 520 through the control module 320. Compared with the implementation method in which the first switch tube 410 is integrated in the E-Fuse chip, the hardware cost of the second switch module 50 can be reduced.

[0061] Of course, the first switch driving unit 540 can also adopt a switching circuit architecture other than Figure 5 In addition, Figure 5 The first triode 5410 and the second triode 5430 in

[0062] In Figure 5 In the shown embodiment, the first switch driving unit 540 may further include a third resistor R3, a fourth resistor R4, a fifth resistor R5, a sixth resistor R6, and a seventh resistor R7. Among them, one end of the third resistor R3 is connected to the collector of the first triode 5410, and the other end is connected to the control end 5201 of the second switch tube 520. The fourth resistor R4 is connected between the base and the emitter of the first triode 5410. One end of the fifth resistor R5 is connected to the base of the first triode 5410, and the other end is connected to the collector of the second triode 5430. The sixth resistor R6 is connected between the base and the emitter of the second triode 5430. One end of the seventh resistor R7 is connected to the base of the second triode 5430, and the other end is connected to the control module 320. Specifically, the third resistor R3, the fourth resistor R4, the fifth resistor R5, the sixth resistor R6, and the seventh resistor R7 are all voltage-dividing resistors to ensure the normal operation of the first triode 5410, the second triode 5430, and the second switch tube 520.

[0063] Please refer to again Figure 4 In addition, the redundant drive circuit 300 may further be provided with a third connection terminal 305 and a fourth connection terminal 306. Both the third connection terminal 305 and the fourth connection terminal 306 are external connection ports of the redundant drive circuit 300 and are used to connect to the main drive circuit 230. For example, Figure 2 the two ports of the H-bridge drive circuit for connecting to the door lock motor 210 may be correspondingly connected to the third connection terminal 305 and the fourth connection terminal 306 one by one. Of course, the third connection terminal 305 and the fourth connection terminal 306 may also be correspondingly connected to the two ports of the relay drive circuit for connecting to the door lock motor 210 one by one.

[0064] In some possible embodiments, the redundant drive circuit 300 may further include a third switch module 60 and a fourth switch module 70. The third switch module 60 is connected between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 is connected between the second connection terminal 302 and the fourth connection terminal 306. The control module 320 is also electrically connected to the third switch module 60 and the fourth switch module 70 respectively, and the control module 320 is further configured to: in response to a collision signal, control the third switch module 60 to disconnect the signal branch between the first connection terminal 301 and the third connection terminal 305, and control the fourth switch module 70 to disconnect the signal branch between the second connection terminal 302 and the fourth connection terminal 306.

[0065] Specifically, when the vehicle 100 is operating normally, the third switch module 60 conducts the signal branch between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 conducts the signal branch between the second connection terminal 302 and the fourth connection terminal 306, so that the main drive circuit 230 can drive the door lock motor 210.

[0066] When the vehicle 100 is subjected to an external impact, the third switch module 60 will disconnect the signal branch between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 will disconnect the signal branch between the second connection terminal 302 and the fourth connection terminal 306, so as to avoid the situation where the control signal corresponding to the main drive circuit 230 and the control signal corresponding to the redundant drive circuit 300 conflict, and also avoid the situation where the redundant power supply 120 cannot supply power to the door lock motor 210 smoothly when a short circuit occurs in the power supply loop where the main power supply 130 is located, so as to ensure that the door 1120 can be unlocked smoothly.

[0067] It is not difficult to find here that the third switch module 60 and the fourth switch module 70 can isolate the main drive circuit 230 and the redundant drive circuit 300. Therefore, the main drive circuit 230 in this embodiment does not need to be optimized. For example, setting an additional anti-reverse circuit, updating the PCB of the controller 2320, etc., to reduce the software and hardware costs of the door lock 200. Further, whether the main drive circuit 230 adopts an H-bridge drive architecture or a relay drive architecture, the redundant drive circuit 300 can be compatible, and a platform design of the system can be realized. In addition, since the main drive circuit 230 and the redundant drive circuit 300 are completely isolated from each other, the coupling between the systems can be reduced to improve the stability of the system.

[0068] Please refer to again Figure 5 , the redundant drive circuit 300 may further include a power supply 80. Exemplarily, the power supply 80 may be a driving voltage generator, that is, a charge pump. The third switch module 60 may include a third switch tube 610 and a second switch driving unit 630. Among them, the third switch tube 610 is connected between the first connection end 301 and the third connection end 305, and the control end 6101 of the third switch tube 610 is connected to the power supply 80. When a high-level signal is input to the control end 6101 of the third switch tube 610, the third switch tube 610 is in a conducting state. The second switch driving unit 630 is connected between the control end 6101 of the third switch tube 610 and the ground end 304, and the control module 320 is electrically connected to the second switch driving unit 630. The control module 320 is specifically configured to: in response to a collision signal, control the second switch driving unit 630 to conduct the signal branch between the control end 6101 of the third switch tube 610 and the ground end 304.

[0069] Therefore, the driving level of the third switch tube 610 in this embodiment comes from the power supply 80. When the vehicle 100 is working normally, the power supply 80 can output a high-level signal to the control end 6101 of the third switch tube 610 to keep the third switch tube 610 in a conducting state. When the vehicle 100 encounters an external impact, the control module 320 controls the second switch driving unit 630 to work, so that the signal branch between the control end 6101 of the third switch tube 610 and the ground end 304 is conducted. At this time, the control end 6101 of the third switch tube 610 is in a low-level state, thereby making the third switch tube 610 in an off state to disconnect the signal branch between the first connection end 301 and the third connection end 305.

[0070] As an implementation manner, the third switching transistor 610 may be an N-channel field effect transistor. The drain of the third switching transistor 610 is connected to the first connection end 301, the source of the third switching transistor 610 is connected to the third connection end 305, and the gate of the third switching transistor 610 is the control end 6101 of the third switching transistor 610. In Figure 5 In the illustrated embodiment, the third switching transistor 610 is an N-channel enhancement type MOS transistor. Of course, as other implementation manners, the third switching transistor 610 may also be a bipolar junction transistor, an insulated gate bipolar transistor, etc. The specific implementation manner of the third switching transistor 610 is not limited in this embodiment.

[0071] As an implementation manner, the second switch driving unit 630 may include a first field effect transistor 6320, and the first field effect transistor 6320 is an N-channel field effect transistor. In Figure 5 In the illustrated embodiment, the first field effect transistor 6320 is an N-channel enhancement type MOS transistor. The drain of the first field effect transistor 6320 is connected to the control end 6101 of the third switching transistor 610, the source of the first field effect transistor 6320 is connected to the ground end 304, and the gate of the first field effect transistor 6320 is electrically connected to the control module 320.

[0072] Specifically, the control module 320 is specifically configured to: in response to a collision signal, output a high-level signal to the gate of the first field effect transistor 6320 to make the first field effect transistor 6320 in a conducting state, and further make the third switching transistor 610 in a non-conducting state. Specifically, when a high-level signal is input to the gate of the first field effect transistor 6320, the gate voltage of the first field effect transistor 6320 will be greater than the source voltage, thereby turning on the first field effect transistor 6320, that is, turning on the signal branch between the control end 6101 of the third switching transistor 610 and the ground end 304, so that the control end 6101 of the third switching transistor 610 is in a low-level state. Therefore, the first field effect transistor 6320 in this embodiment is a pull-down switch.

[0073] On the contrary, when the vehicle 100 is operating normally, the control module 320 does not output a high-level signal, so that the gate of the first field effect transistor 6320 is maintained at a low level, and further the first field effect transistor 6320 is kept in a non-conducting state. At this time, the power supply 80 can smoothly output a high-level signal to the control end 6101 of the third switching transistor 610, and the gate voltage of the third switching transistor 610 will be greater than the source voltage, so that the third switching transistor 610 is maintained in a conducting state.

[0074] Of course, the second switch driving unit 630 may also adopt a pull-down circuit architecture other than Figure 5 In addition, Figure 5The first field-effect transistor 6320 therein may be other types of switching transistors, such as bipolar junction transistors, insulated-gate bipolar transistors, etc. The specific implementation manner of the second switch driving unit 630 is not limited in this embodiment.

[0075] In some possible embodiments, the third switch module 60 may further include a first bidirectional voltage-regulator diode D1 and a first resistor R1. Among them, the first bidirectional voltage-regulator diode D1 is connected between the gate and the source of the third switching transistor 610. The first bidirectional voltage-regulator diode D1 can resist the impact of instantaneous current and can also provide overvoltage protection for the third switching transistor 610 to ensure the normal operation of the third switching transistor 610. The gate of the third switching transistor 610 is connected to the power supply 80 through the first resistor R1. The first resistor R1 is a voltage-dividing resistor to avoid the situation that the gate voltage of the third switching transistor 610 is too large and then breaks down the third switching transistor 610, so as to ensure the device safety of the third switching transistor 610.

[0076] In Figure 5 In the illustrated embodiment, the fourth switch module 70 may include a fourth switching transistor 720 and a third switch driving unit 740. Among them, the fourth switching transistor 720 is connected between the second connection end 302 and the fourth connection end 306, and the control end 7201 of the fourth switching transistor 720 is connected to the power supply 80. When a high-level signal is input to the control end 7201 of the fourth switching transistor 720, the fourth switching transistor 720 is in a conducting state. The third switch driving unit 740 is connected between the control end 7201 of the fourth switching transistor 720 and the ground end 304. The control module 320 is electrically connected to the third switch driving unit 740. The control module 320 is specifically configured to: in response to a collision signal, control the third switch driving unit 740 to conduct the signal branch between the control end 7201 of the fourth switching transistor 720 and the ground end 304.

[0077] Therefore, the driving level of the fourth switching transistor 720 in this embodiment comes from the power supply 80. Specifically, the driving levels of the third switching transistor 610 and the fourth switching transistor 720 may come from the same power supply 80 or may come from two different power supplies 80 respectively, which is not limited in this embodiment. When the vehicle 100 is operating normally, the power supply 80 can output a high-level signal to the control end 7201 of the fourth switching transistor 720 to keep the fourth switching transistor 720 in a conducting state. When the vehicle 100 encounters an external impact, the control module 320 controls the third switch driving unit 740 to work, so that the signal branch between the control end 7201 of the fourth switching transistor 720 and the ground end 304 is conducted. At this time, the control end 7201 of the fourth switching transistor 720 is in a low-level state, and then the fourth switching transistor 720 is in an off state to disconnect the signal branch between the second connection end 302 and the fourth connection end 306.

[0078] As an implementation manner, the fourth switching transistor 720 may be an N-channel field effect transistor. The drain of the fourth switching transistor 720 is connected to the fourth connection terminal 306, the source of the fourth switching transistor 720 is connected to the second connection terminal 302, and the gate of the fourth switching transistor 720 is the control terminal 7201 of the fourth switching transistor 720. In Figure 5 In the illustrated embodiment, the fourth switching transistor 720 is an N-channel enhancement type MOS transistor. Of course, as other implementation manners, the fourth switching transistor 720 may also be a bipolar junction transistor, an insulated gate bipolar transistor, etc. The specific implementation manner of the fourth switching transistor 720 is not limited in this embodiment.

[0079] As an implementation manner, the third switching driving unit 740 may include a second field effect transistor 7410, and the second field effect transistor 7410 is an N-channel field effect transistor. In Figure 5 In the illustrated embodiment, the second field effect transistor 7410 is an N-channel enhancement type MOS transistor. The drain of the second field effect transistor 7410 is connected to the control terminal 7201 of the fourth switching transistor 720, the source of the second field effect transistor 7410 is connected to the ground terminal 304, and the gate of the second field effect transistor 7410 is electrically connected to the control module 320.

[0080] Specifically, the control module 320 is specifically configured to: in response to a collision signal, output a high-level signal to the gate of the second field effect transistor 7410 to make the second field effect transistor 7410 in a conducting state, and further make the fourth switching transistor 720 in a non-conducting state. Specifically, when a high-level signal is input to the gate of the second field effect transistor 7410, the gate voltage of the second field effect transistor 7410 will be greater than the source voltage, and then the second field effect transistor 7410 is turned on, that is, the signal branch between the control terminal 7201 of the fourth switching transistor 720 and the ground terminal 304 is turned on, so that the control terminal 7201 of the fourth switching transistor 720 is in a low-level state. Therefore, the second field effect transistor 7410 in this embodiment is a pull-down switch.

[0081] On the contrary, when the vehicle 100 is working normally, the control module 320 does not output a high-level signal, so that the gate of the second field effect transistor 7410 is maintained at a low level, and further the second field effect transistor 7410 is kept in a non-conducting state. At this time, the power supply 80 can smoothly output a high-level signal to the control terminal 7201 of the fourth switching transistor 720, and the gate voltage of the fourth switching transistor 720 will be greater than the source voltage, so that the fourth switching transistor 720 is maintained in a conducting state.

[0082] Of course, the third switching driving unit 740 may also adopt a pull-down circuit architecture other than Figure 5 In addition, Figure 5The second field-effect transistor 7410 in it can be other types of switching transistors, such as bipolar junction transistors, insulated gate bipolar transistors, etc. This embodiment does not limit the specific implementation manner of the third switch driving unit 740.

[0083] In some possible embodiments, the fourth switch module 70 may further include a second bidirectional voltage stabilizing diode D2 and a second resistor R2. Among them, the second bidirectional voltage stabilizing diode D2 is connected between the gate and the source of the fourth switching transistor 720. The second bidirectional voltage stabilizing diode D2 can resist the impact of instantaneous current and can also provide overvoltage protection for the fourth switching transistor 720 to ensure the normal operation of the fourth switching transistor 720. The gate of the fourth switching transistor 720 is connected to the power supply 80 through the second resistor R2. The second resistor R2 is a voltage dividing resistor to avoid the situation that the gate voltage of the fourth switching transistor 720 is too large and then breaks down the fourth switching transistor 720, so as to ensure the device safety of the fourth switching transistor 720.

[0084] An embodiment of the present application provides a vehicle 100, a redundant drive circuit 300 and a door lock 200. The door lock 200 includes a door lock motor 210, a main drive circuit 230 and a redundant drive circuit 300. When the vehicle 100 is operating normally, the main drive circuit 230 is used to drive the door lock motor 210 to work. Specifically, the redundant drive circuit 300 is configured to: in response to a collision signal, conduct a signal branch between the redundant power supply 120 and the door lock motor 210; wherein, the collision signal is a signal generated after the vehicle 100 is externally impacted.

[0085] Therefore, when the vehicle 100 is externally impacted, the redundant drive circuit 300 will work to supply power from the redundant power supply 120 to the door lock motor 210, so as to ensure that the vehicle door 1120 can be unlocked in time, so that passengers can leave the accident vehicle in the first time. In addition, the door lock motor 210 can be dual-driven and controlled by the redundant drive circuit 300 and the main drive circuit 230. Even when the main drive circuit 230 fails, the vehicle 100 can ensure that the vehicle door 1120 is successfully unlocked through the redundant power supply 120 and the redundant drive circuit 300 to ensure the safety of passengers' lives.

[0086] Furthermore, since the redundant power supply 120 is powered by a capacitor, compared with the power supply method of a battery, the volume of the capacitor is smaller and more compact, and it can be arranged in a non-collision area on the vehicle 100, such as under the vehicle floor, to improve the power supply reliability of the redundant power supply 120.

[0087] In the description of this application, certain terms are used to refer to specific components in the specification and claims. Those skilled in the art should understand that hardware manufacturers may use different terms to refer to the same component. The specification and claims do not distinguish components by the difference in names, but by the difference in functions of the components. As mentioned throughout the specification and claims, "including" is an open-ended term and should be interpreted as "including but not limited to"; "substantially" means that those skilled in the art can solve technical problems within a certain error range and basically achieve technical effects.

[0088] In the description of this application, it should be understood that the terms such as "upper", "lower", "front", "rear", "left", "right", "inside", etc. indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to this application.

[0089] In this application, unless otherwise clearly specified or limited, terms such as "installed", "connected", "coupled", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or a communication inside two elements, or just a surface contact. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0090] In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0091] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of this application, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although the technical solutions of this application have been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments or equivalently replace some of the technical features. These modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle, characterized in that: include: body, including doors; A redundant power supply, comprising a capacitor, wherein the capacitor is used for power supply; as well as A door lock is arranged on the vehicle door; the door lock comprises a door lock motor, a main drive circuit and a redundant drive circuit; The main drive circuit is electrically connected to the door lock motor, and the main drive circuit is used to drive the door lock motor to work when the vehicle works normally; The redundant drive circuit is electrically connected to the door lock motor, the power supply end of the redundant drive circuit is connected to the positive electrode of the capacitor, and the negative electrode of the capacitor is grounded; the redundant drive circuit is configured to: in response to a collision signal, turn on the signal branch between the redundant power supply and the door lock motor; wherein the collision signal is a signal generated after the vehicle suffers an external impact.

2. The vehicle according to claim 1, characterized in that The vehicle body further includes a floor, and the redundant power supply is arranged on the floor.

3. The vehicle according to claim 1, characterized in that There are multiple vehicle doors and multiple door locks, and the multiple door locks are arranged on the multiple vehicle doors in a one-to-one correspondence; The power supply ends of the multiple redundant driving circuits corresponding to the multiple door locks are connected to the same redundant power supply.

4. The vehicle according to claim 1, characterized in that The redundant power supply further includes a protection resistor and a switch tube; one end of the protection resistor is connected to the negative electrode of the capacitor, and the other end is grounded; The switch tube is an N-channel field effect tube, the drain of the switch tube is connected to the power supply end, the source of the switch tube is connected to the positive electrode of the capacitor, and the gate of the switch tube is electrically connected to the redundant drive circuit; the redundant drive circuit is further configured to: in response to the collision signal, output a high level signal to the gate of the switch tube to put the switch tube in a conducting state; The redundant power supply further includes a diode, the anode of the diode is connected to the source of the switch tube, and the cathode of the diode is connected to the drain of the switch tube.

5. The vehicle according to any one of claims 1 to 4, characterized in that: The redundant driving circuit is provided with a first connection terminal, a second connection terminal, a power supply terminal and a ground terminal; the door lock motor is connected between the first connection terminal and the second connection terminal, and the power supply terminal is connected to the redundant power supply; The redundant driving circuit comprises: A first switch module, connected between the power supply end and the first connection end; A second switch module connected between the second connection end and the ground end; and A control module is electrically connected to the first switch module and the second switch module respectively, and is configured to: in response to the collision signal, control the first switch module to conduct the signal branch between the power supply end and the first connection end, and control the second switch module to conduct the signal branch between the second connection end and the ground end.

6. The vehicle according to claim 5, characterized in that The first switch module includes a first switch tube, the first switch tube is connected between the power supply end and the first connection end, and the control end of the first switch tube is electrically connected to the control module.

7. The vehicle according to claim 6, characterized in that The first switch tube is integrated in an electronic fuse chip; the electronic fuse chip is used to disconnect the signal branch between the power supply end and the first connection end when a short circuit occurs in the door lock motor.

8. The vehicle according to claim 6, characterized in that The first switch tube is an N-channel field effect tube, the drain of the first switch tube is connected to the power supply end, the source of the first switch tube is connected to the first connection end, and the gate of the first switch tube is the control end of the first switch tube; The control module is specifically configured to: in response to the collision signal, output a high level signal to the gate of the first switch tube to put the first switch tube in a conducting state.

9. The vehicle according to claim 5, characterized in that The second switch module includes a second switch tube and a first switch driving unit; the second switch tube is connected between the second connection end and the ground end, and the first switch driving unit is connected between the control end of the second switch tube and the positive electrode of the capacitor; The first switch driving unit is electrically connected to the control module, and the control module is specifically configured to: in response to the collision signal, control the first switch driving unit to turn on the signal branch between the control end of the second switch tube and the positive electrode of the capacitor, so that the capacitor outputs a high-level signal to the control end of the second switch tube, thereby putting the second switch tube in a conducting state.

10. The vehicle according to claim 9, characterized in that The second switch tube is an N-channel field effect tube, the drain of the second switch tube is connected to the second connection end, the source of the second switch tube is connected to the ground end, and the gate of the second switch tube is the control end of the second switch tube.

11. The vehicle according to claim 9, characterized in that The first switch driving unit includes a first transistor and a second transistor, the first transistor is a PNP transistor, and the second transistor is an NPN transistor; The emitter of the first transistor is connected to the positive electrode of the capacitor, the collector of the first transistor is connected to the control end of the second switch tube, and the base of the first transistor is connected to the collector of the second transistor; The emitter of the second transistor is connected to the ground terminal, the base of the second transistor is electrically connected to the control module, and the control module is specifically configured to: in response to the collision signal, output a high-level signal to the base of the second transistor to put the second transistor in a conducting state, thereby putting the first transistor in a conducting state.

12. The vehicle according to claim 5, characterized in that The redundant driving circuit is further provided with a third connecting terminal and a fourth connecting terminal, and the third connecting terminal and the fourth connecting terminal are connected to the main driving circuit; The redundant driving circuit further includes a third switch module and a fourth switch module, wherein the third switch module is connected between the first connection end and the third connection end, and the fourth switch module is connected between the second connection end and the fourth connection end; The control module is also electrically connected to the third switch module and the fourth switch module respectively, and the control module is also configured to: in response to the collision signal, control the third switch module to disconnect the signal branch between the first connection end and the third connection end, and control the fourth switch module to disconnect the signal branch between the second connection end and the fourth connection end.

13. The vehicle according to claim 12, characterized in that The redundant driving circuit further includes a power supply, and the third switch module includes a third switch tube and a second switch driving unit; The third switch tube is connected between the first connection end and the third connection end, and the control end of the third switch tube is connected to the power supply; when a high level signal is input to the control end of the third switch tube, the third switch tube is in a conducting state; The second switch driving unit is connected between the control end of the third switch tube and the ground end, the control module is electrically connected to the second switch driving unit, and the control module is specifically configured to: in response to the collision signal, control the second switch driving unit to turn on the signal branch between the control end of the third switch tube and the ground end.

14. The vehicle according to claim 13, characterized in that The third switch tube is an N-channel field effect tube, the drain of the third switch tube is connected to the first connection end, the source of the third switch tube is connected to the third connection end, and the gate of the third switch tube is the control end of the third switch tube; The third switch module also includes a first bidirectional voltage regulator diode and a first resistor; the first bidirectional voltage regulator diode is connected between the gate and the source of the third switch tube, and the gate of the third switch tube is connected to the power supply through the first resistor.

15. The vehicle according to claim 13, characterized in that The second switch driving unit includes a first field effect transistor, and the first field effect transistor is an N-channel field effect transistor; The drain of the first field effect tube is connected to the control end of the third switch tube, the source of the first field effect tube is connected to the ground end, the gate of the first field effect tube is electrically connected to the control module, and the control module is specifically configured to: in response to the collision signal, output a high-level signal to the gate of the first field effect tube to put the first field effect tube in a conducting state, thereby putting the third switch tube in a disconnected state.

16. The vehicle according to claim 12, characterized in that The redundant driving circuit further includes a power supply, and the fourth switch module includes a fourth switch tube and a third switch driving unit; The fourth switch tube is connected between the second connection end and the fourth connection end, and the control end of the fourth switch tube is connected to the power supply; when a high level signal is input to the control end of the fourth switch tube, the fourth switch tube is in a conducting state; The third switch driving unit is connected between the control end of the fourth switch tube and the ground end, the control module is electrically connected to the third switch driving unit, and the control module is specifically configured to: in response to the collision signal, control the third switch driving unit to turn on the signal branch between the control end of the fourth switch tube and the ground end.

17. The vehicle according to claim 16, characterized in that The fourth switch tube is an N-channel field effect tube, the drain of the fourth switch tube is connected to the fourth connection end, the source of the fourth switch tube is connected to the second connection end, and the gate of the fourth switch tube is the control end of the fourth switch tube; The fourth switch module also includes a second bidirectional voltage regulator diode and a second resistor; the second bidirectional voltage regulator diode is connected between the gate and the source of the fourth switch tube, and the gate of the fourth switch tube is connected to the power supply through the second resistor.

18. The vehicle according to claim 16, characterized in that The third switch driving unit includes a second field effect transistor, and the second field effect transistor is an N-channel field effect transistor; The drain of the second field effect tube is connected to the control end of the fourth switch tube, the source of the second field effect tube is connected to the ground end, the gate of the second field effect tube is electrically connected to the control module, and the control module is specifically configured to: in response to the collision signal, output a high-level signal to the gate of the second field effect tube to put the second field effect tube in a conducting state, thereby putting the fourth switch tube in a disconnected state.

19. A redundant driving circuit, characterized in that: Applied to a vehicle, the vehicle includes a redundant power supply and a door lock motor, the redundant power supply is powered by a capacitor; the redundant drive circuit is provided with a first connection terminal, a second connection terminal, a power supply terminal and a ground terminal; the first connection terminal and the second connection terminal are used to connect the door lock motor, and the power supply terminal is used to connect the redundant power supply; the redundant drive circuit includes: A first switch module, connected between the power supply end and the first connection end; A second switch module connected between the second connection end and the ground end; and A control module is electrically connected to the first switch module and the second switch module respectively, and is configured to: in response to a collision signal, control the first switch module to conduct a signal branch between the power supply end and the first connection end, and control the second switch module to conduct a signal branch between the second connection end and the ground end; wherein the collision signal is a signal generated after the vehicle suffers an external impact.

20. The redundant driving circuit according to claim 19, characterized in that: The vehicle further includes a main drive circuit, which is used to drive the door lock motor to work when the vehicle is working normally; the redundant drive circuit is also provided with a third connection end and a fourth connection end, which are used to connect the main drive circuit; The redundant driving circuit further includes a third switch module and a fourth switch module, wherein the third switch module is connected between the first connection end and the third connection end, and the fourth switch module is connected between the second connection end and the fourth connection end; The control module is also electrically connected to the third switch module and the fourth switch module respectively, and the control module is also configured to: in response to the collision signal, control the third switch module to disconnect the signal branch between the first connection end and the third connection end, and control the fourth switch module to disconnect the signal branch between the second connection end and the fourth connection end.

21. A door lock, characterized in that: Applied to a vehicle, the vehicle includes a redundant power supply, the redundant power supply is powered by a capacitor, and the door lock includes: Door lock motor; a main drive circuit, electrically connected to the door lock motor, the main drive circuit being used to drive the door lock motor to operate when the vehicle is operating normally; and According to the redundant drive circuit as described in claim 19 or 20, the door lock motor is connected between the first connection end and the second connection end of the redundant drive circuit, and the power supply end of the redundant drive circuit is used to connect the redundant power supply.

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