Vehicle signal lamp control system

Abstract

The invention discloses a vehicle signal lamp control system. The system comprises a signal lamp group which comprises at least two signal lamps which can be independently controlled; the driving module comprises a first driving sub-module; the steering switch is connected in series between the first driving sub-module and the signal lamp group and is used for controlling the first driving sub-module and one of the at least two signal lamps to be switched on and off; the synchronous lamp jumping switch is connected in series between the first driving sub-module and the signal lamp group and is used for controlling the first driving sub-module and the at least two signal lamps to be synchronously switched on and off; and the first driving sub-module is configured to send a warning driving signal to the signal lamp group through the steering switch and / or the synchronous lamp jumping switch. According to the technical scheme, the problems that an existing vehicle signal lamp control system is complex in wiring, and the service life is short due to the fact that a switch contact is prone to being oxidized and damaged are solved.

Description

Technical Field

[0001] The present invention relates to the field of control technology, and in particular to a vehicle signal light control system. Background Art

[0002] The vehicle signal light control system is used to realize the lighting control of vehicle signal lights and synchronous trip lights to meet the signal warning needs during vehicle driving.

[0003] In existing vehicles, the lighting of signal lights is usually achieved by the driver operating the left and right shift mechanisms, and the shifting action directly controls the on and off of the corresponding signal light system; while synchronized tripping lights use a separate wiring connection method, that is, through an independent line layout, the synchronized tripping light control switch is directly connected to the left and right signal light circuits, thereby achieving the effect of left and right lights flashing at the same time.

[0004] However, the separate wiring layout, including multiple signal light drivers, complicates vehicle signal light system wiring, increasing the difficulty of vehicle system design and subsequent maintenance. Furthermore, when signal lights and synchronized tripping lights are operating, the switch contacts must carry high currents. Long-term use can easily lead to contact oxidation and corrosion, reducing vehicle safety and component lifespan. Summary of the Invention

[0005] The present invention provides a vehicle signal light control system to solve the problems of the existing vehicle signal light control system, such as complex wiring and short service life caused by easy oxidation damage of switch contacts.

[0006] An embodiment of the present invention provides a vehicle signal light control system, comprising: a signal light group, comprising at least two independently controllable signal lights; a drive module, comprising a first drive sub-module; a steering switch, connected in series between the first drive sub-module and the signal light group, for controlling the first drive sub-module and the at least two signal lights to selectively turn on and off; a synchronous tripping light switch, connected in series between the first drive sub-module and the signal light group, for controlling the first drive sub-module and the at least two signal lights to turn on and off synchronously; the first drive sub-module is used to send a warning drive signal to the signal light group via the steering switch and / or the synchronous tripping light switch.

[0007] Optionally, at least two signal lights include a left signal light and a right signal light; the turn switch includes: an input end, connected to a first driving submodule; a first output end, connected to the left signal light; a second output end, connected to the right signal light; the turn switch is used to switch between an disconnected state, a left turn state and a right turn state according to user operation; wherein, in the disconnected state, the input end is not connected to the first output end and the second output end; in the left turn state, the input end is connected to the first output end; in the right turn state, the input end is connected to the second output end; the first driving submodule is also used to send a warning drive signal to the corresponding signal light through the turn switch when the turn switch is in the left turn state or the right turn state.

[0008] Optionally, the at least two signal lights include a left signal light and a right signal light; one end of the synchronous tripping light switch is connected to the first driver submodule, and the other end of the synchronous tripping light switch is respectively connected to the left signal light and the right signal light; the first driver submodule is also used to synchronously send warning drive signals to the left signal light and the right signal light when the synchronous tripping light switch is turned on.

[0009] Optionally, a vehicle control module is also included, which is connected to the first drive sub-module. The vehicle control module is used to generate and continuously send a first drive signal to the first drive sub-module when it detects that the vehicle is in a powered-on state; the first drive sub-module is also used to generate and send a warning drive signal to the signal light group after receiving the first drive signal.

[0010] Optionally, it also includes a monitoring module, which is communicatively connected to the first driving submodule and the vehicle control module. The monitoring module is used to generate and send a first feedback signal indicating that the signal light group is in a driving state to the vehicle control module when the first driving submodule drives the signal light group to work, and to generate and send a second feedback signal indicating that the signal light group is in a non-driving state to the vehicle control module when the first driving submodule does not drive the signal light group to work; the driving module also includes a second driving submodule, which is communicatively connected to the vehicle control module and connected to the signal light group. The second driving submodule is used to generate and send a warning driving signal to the signal light group when receiving a second driving signal input from the outside; the vehicle control module is also used to monitor the vehicle operating status in real time, determine whether the vehicle enters an emergency state based on the vehicle operating status, and generate and send a second driving signal to the second driving submodule when it determines that the vehicle is in an emergency state and receives the second feedback signal.

[0011] Optionally, the vehicle control module is also used to generate and send a second drive signal to the second drive sub-module when it is determined that the vehicle is in an emergency state and receives a first feedback signal; wherein, during the period of sending the second drive signal to the second drive sub-module, the sending of the first drive signal to the first drive sub-module is suspended; after the second drive signal stops being sent, the sending of the first drive signal to the first drive sub-module is resumed.

[0012] Optionally, the vehicle control module is also used to generate and send a second drive signal for a preset duration to the second drive sub-module when it is determined that the vehicle is in an emergency state and receives a first feedback signal; wherein, within the preset duration, the sending of the first drive signal to the first drive sub-module is suspended; after the preset duration ends, the sending of the first drive signal to the first drive sub-module is resumed.

[0013] Optionally, the first driving submodule includes an input control unit, a bias unit and a power supply unit: the input control unit is connected to the bias unit, and the input control unit is used to generate a control signal according to a first driving signal input from the outside; the bias unit is connected to the power supply unit, and the bias unit is used to output a first bias voltage or a second bias voltage according to the control signal; the power supply unit is connected to the signal light group via a steering switch and / or a synchronous trip switch, and the power supply unit is used to output a first warning signal when receiving a first bias voltage, and output a second warning signal when receiving a second bias voltage; wherein the first bias voltage is greater than the turn-on voltage threshold of the power supply unit, and the second bias voltage is less than the turn-on voltage threshold of the power supply unit; the warning drive signal includes a first warning signal and a second warning signal that appear alternately; the signal light group lights up when receiving the first warning signal and goes out when receiving the second warning signal.

[0014] Optionally, the input control unit includes a first resistor and a first switch, the bias unit includes a second switch and a third switch, and the power supply unit includes a fourth switch; the control end of the first switch is used to receive a first drive signal input from the outside, and the control end of the first switch is grounded via the first resistor; the first end of the first switch is connected to the bias unit; the second end of the first switch is grounded; the control end of the second switch is connected to the first internal power supply end; the first end of the second switch is connected to the first internal power supply end; the second end of the second switch is connected to the control end of the third switch; the first end of the third switch is connected to the first internal power supply end; the second end of the third switch is respectively connected to the second end of the first switch and the control end of the fourth switch; the first end of the fourth switch is connected to the second internal power supply end; the second end of the fourth switch is respectively connected to the steering switch and the synchronous light-tripping switch.

[0015] Optionally, the first switch is an NPN transistor, the second switch is a PNP transistor, the third switch is an NPN transistor, and the fourth switch is an N-channel MOS transistor.

[0016] The present invention provides a vehicle signal light control system. The system includes: a signal light group consisting of at least two independently controllable signal lights; a driving module including a first driving submodule; a steering switch and a synchronous tripping light switch connected in series between the first driving submodule and the signal light group. The first driving submodule is configured to send a warning driving signal to the signal light group through the steering switch and / or the synchronous tripping light switch, thereby realizing both independent control of the signal lights and supporting bilateral synchronous control. Compared with the existing signal light control system, the technical solution provided by the embodiment of the present invention solves the problems of the existing vehicle signal light control system, such as complex wiring and the short service life due to easy oxidation and damage of the switch contacts, by simplifying the circuit and designing a shared drive and shared control switch. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] 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.

[0018] Figure 1 This is a schematic structural diagram of a vehicle signal light control system provided by an embodiment of the present invention;

[0019] Figure 2 This is a schematic structural diagram of another vehicle signal light control system provided by an embodiment of the present invention;

[0020] Figure 3 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention;

[0021] Figure 4 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention;

[0022] Figure 5 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention;

[0023] Figure 6 This is a circuit diagram of a vehicle signal light control system provided by an embodiment of the present invention;

[0024] Figure 7 This is a circuit schematic diagram of a first driving submodule provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions 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 embodiments described 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 making creative efforts should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] Figure 1 This is a structural diagram of a vehicle signal light control system provided by an embodiment of the present invention. This embodiment can be applied to electric-assisted bicycles or other vehicles. Figure 1 As shown, the system includes a signal light group 10, and the signal light group 10 includes at least two signal lights that can be independently controlled. The driving module includes a first driving submodule 21. The steering switch 31 is connected in series between the first driving submodule 21 and the signal light group 10, and is used to control the first driving submodule 21 and at least two signal lights to selectively turn on and off. The synchronous tripping light switch 32 is connected in series between the first driving submodule 21 and the signal light group 10, and is used to control the first driving submodule 21 and at least two signal lights to turn on and off synchronously. The first driving submodule 21 is used to send a warning driving signal to the signal light group 10 through the steering switch 31 and / or the synchronous tripping light switch 32.

[0028] The warning drive signal can be understood as an electrical signal that drives the signal lights in the signal light group to operate in a warning state. For example, the warning drive signal is a pulse signal or a continuous electrical signal of a specific frequency. When the warning drive signal is a pulse signal, the signal lights flash as a warning; when the warning drive signal is a continuous signal, the signal lights remain on as a warning.

[0029] Specifically, the first driver submodule 21 is used to generate a warning drive signal that meets the working requirements of the signal light. The steering switch 31 is used to control the on-off of the path between the first driver submodule 21 and the signal light on one side. The steering switch 31 can be electrically connected to the signal lights on both sides at the same time, but at the same time, only one side of the path can be in the on state. The synchronous trip light switch 32 is used to control the on-off of the path between the first driver submodule 21 and the signal lights on both sides. When the vehicle breaks down, slows down, stops temporarily, or other scenarios that require synchronous warnings on both sides, the driver closes the synchronous trip light switch, which can simultaneously connect the signal lights on both sides to the first driver submodule 21, thereby realizing synchronous warning control of the signal lights on both sides. The signal light group 10 is used to convey the vehicle's driving intention or abnormal state to surrounding vehicles or pedestrians by lighting up or flashing after receiving the warning drive signal sent by the first driver submodule 21.

[0030] For example, in one specific embodiment, when the driver operates the steering switch 31, such as when turning left, the steering switch closes the path between the left signal light and the first driver submodule 21. The first driver submodule 21 transmits a warning drive signal to the left signal light through this path, causing the left signal light to flash to indicate the intention to turn left. Similarly, when the driver operates the synchronous trip light switch 32, the synchronous trip light switch 32 simultaneously closes the paths between the left and right signal lights and the first driver submodule 21. The first driver submodule 21 transmits a warning drive signal to the signal lights on both sides, causing them to flash synchronously, conveying vehicle warning information.

[0031] The present invention provides a vehicle signal light control system, which includes a signal light group, a drive module, a turn switch and a synchronous trip switch. The signal light group includes at least two independently controllable signal lights for transmitting vehicle warning information. The drive module includes a first driver submodule. The first driver submodule is used to send a warning drive signal to the signal light group through the turn switch and / or the synchronous trip switch. The turn switch is connected in series between the first driver submodule and the signal light group, and is used to control the first driver submodule and at least two signal lights to selectively turn on and off, so as to achieve a single-sided signal warning. The synchronous trip switch is connected in series between the first driver submodule and the signal light group, and is used to control the first driver submodule and at least two signal lights to turn on and off synchronously, so as to achieve a bilateral synchronous warning. Compared with the existing signal light control system, the technical solution provided by the embodiment of the present invention solves the problems of the existing vehicle signal light control system, such as complex wiring and short service life due to easy oxidation and damage of switch contacts, through the design of a shared drive and shared control switch.

[0032] In an optional embodiment, the warning driving signal is a periodic pulse signal.

[0033] Specifically, a periodic pulse signal can be understood as an electrical signal that repeats at a fixed period. For example, if the period is 0.5 seconds, the signal light assembly 10 will alternate between a high level for 0.25 seconds and a low level for 0.25 seconds. When receiving a periodic pulse signal, the signal light assembly 10 will flash in sync with the pulse period, lighting up when the signal level is high and extinguishing when the signal level is low, thus meeting the warning requirements of vehicle signal lights.

[0034] Figure 2 This is a schematic diagram of another vehicle signal light control system provided by an embodiment of the present invention, referring to Figure 2 In an optional embodiment, the at least two signal lights include a left signal light 11 and a right signal light 12. The turn switch 31 includes an input terminal 311 connected to the first driver submodule 21; a first output terminal 312 connected to the left signal light 11; and a second output terminal 313 connected to the right signal light 12. The turn switch 31 is configured to switch between an off state, a left turn state, and a right turn state according to user operation.

[0035] In the disconnected state, the input terminal 311 is disconnected from the first output terminal 312 and the second output terminal 313; in the left-turning state, the input terminal 311 is connected to the first output terminal 312; in the right-turning state, the input terminal 311 is connected to the second output terminal 313.

[0036] Specifically, when the steering switch 31 is in the off state, its input end 311 is not connected to the first output end 312 and the second output end 313. The warning drive signal generated by the first driver submodule 21 cannot be transmitted to the left signal light 11 and the right signal light 12 through the steering switch 31 and the synchronous tripping light switch 32, and both do not work. When the steering switch 31 is in the left turn state, the input end 311 is connected to the first output end 312. The warning drive signal generated by the first driver submodule 21 is transmitted to the left signal light 11 through the input end 311 and the first output end 312 of the steering switch 31. The left signal light 11 flashes after receiving the signal, and the right signal light 12 does not work because it does not receive the signal, thereby prompting the vehicle to turn left. When the steering switch 31 is in the right turn state, the input end 311 is connected to the second output end 313. The warning drive signal of the first drive submodule 21 is transmitted to the right signal light 12 via the input terminal 311 and the second output terminal 313 of the turn switch 31. The right signal light 12 flashes and the left signal light 11 does not work, indicating that the vehicle is about to turn right.

[0037] Figure 3 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention, referring to Figure 3In an optional embodiment, the at least two signal lights include a left signal light 11 and a right signal light 12. One end of the synchronous tripping light switch 32 is connected to the first driver submodule 21, and the other end of the synchronous tripping light switch 32 is connected to the left signal light 11 and the right signal light 12 respectively.

[0038] The first driving submodule 21 is also used to send a warning driving signal to the corresponding signal light through the steering switch 31 when the steering switch 31 is in the left steering state or the right steering state, and to send a warning driving signal to the left signal light 11 and the right signal light 12 when the synchronous tripping light switch 32 is turned on.

[0039] Specifically, if the synchronous tripping light switch 32 is turned on, the first driving submodule 21 sends a warning driving signal to the left and right signal lights through the synchronous tripping light switch 32, and the left and right signal lights flash synchronously to achieve a double tripping warning.

[0040] It should be noted that the steering switch 31 and the synchronous tripping light switch 32 are both manually operated switches, and the paths of the two are set independently of each other, that is, the on or off state of one switch will not affect the on or off state of the other switch. However, when the synchronous tripping light switch 32 is in the on state, the first driver submodule 21 will send a warning drive signal to the left signal light 11 and the right signal light 12 through the switch, causing the signal lights on both sides to enter a double-trip warning state with synchronous flashing. At this time, even if the steering switch 31 is in the left-turn or right-turn state, the first driver submodule 21 sends a warning drive signal to the single-side signal light through the steering switch 31, and the display of the single-side signal will also be covered by the double-trip warning signal. In the end, the left and right signal lights flash synchronously, reflecting only the double-trip warning function.

[0041] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the path structure, state switching logic and signal transmission path of the steering switch and the synchronous tripping light switch, further improving the accuracy, ease of operation and reliability of the vehicle signal light control system.

[0042] Figure 4 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention, referring to Figure 4 In an optional embodiment, the whole vehicle control module 40 is further included. The whole vehicle control module 40 is connected to the first driving sub-module 21. The whole vehicle control module 40 is used to generate and continuously send a first driving signal to the first driving sub-module 21 when it detects that the vehicle is in a powered-on state.

[0043] The first driving submodule 21 is further configured to generate and send a warning driving signal to the signal light assembly 10 after receiving the first driving signal.

[0044] The power-on state can be understood as the vehicle's power system being connected and all electrical devices on the vehicle being operational. For example, when the vehicle's ignition switch is in the ON or START position, all electrical components, including the vehicle control module and drive module, are operational. The first drive signal can be understood as a continuous enable signal for activating the operation of the first drive submodule 21.

[0045] Specifically, the vehicle control module 40 is used to generate a first drive signal when it detects that the vehicle is in a powered-on state, and continuously transmit it to the first drive submodule 21. After receiving the first drive signal, the first drive submodule 21 generates a warning drive signal based on the first drive signal. The warning drive signal will be transmitted to the signal light group 10 through the corresponding path according to the on-off state of the steering switch 31 and the synchronous tripping light switch 32. When the vehicle is not in a powered-on state, the vehicle control module 40 will not generate the first drive signal. Since the first drive submodule 21 does not receive the signal, it cannot generate the warning drive signal. Even if the steering switch 31 or the synchronous tripping light switch 32 is operated, the signal light group 10 will not respond.

[0046] The control system provided in the embodiment of the present invention, based on the above embodiment, adds a vehicle control module to ensure that the signal light control system will respond to the switch operation to implement the warning function only when the vehicle is in the power-on state, avoiding ineffective energy consumption or false triggering when the vehicle is in the power-off state, and further improving the accuracy, ease of operation and reliability of the vehicle signal light control system.

[0047] Figure 5 This is a structural diagram of another vehicle signal light control system provided by an embodiment of the present invention. Figure 5 In an optional embodiment, the vehicle signal light control system further includes a monitoring module 50, which is communicatively connected to the first driving submodule 21 and the vehicle control module 40. The monitoring module 50 is configured to generate and send a first feedback signal indicating that the signal light group 10 is in a driving state to the vehicle control module 40 when the first driving submodule 21 drives the signal light group 10 to work, and to generate and send a second feedback signal indicating that the signal light group 10 is in a non-driving state to the vehicle control module 40 when the first driving submodule 21 does not drive the signal light group 10 to work.

[0048] The driving module also includes a second driving submodule 22, which is in communication with the vehicle control module 40 and is connected to the signal light group 10. The second driving submodule 22 is configured to generate and send a warning driving signal to the signal light group 10 upon receiving a second driving signal input from an external source.

[0049] The vehicle control module 40 is also used to monitor the vehicle's operating status in real time, determine whether the vehicle has entered an emergency state based on the vehicle's operating status, and generate and send a second drive signal to the second drive submodule 22 when it is determined that the vehicle is in an emergency state and receives a second feedback signal.

[0050] Among them, the driving state can be understood as referring to the signal light group 10 being in a working state under the drive of the first driving submodule 21, that is, the signal light group 10 receives the warning driving signal sent by the first driving submodule 21 and responds normally. Exemplarily, it includes the flashing of the left turn signal, the flashing of the right turn signal, or the flashing of the synchronous jump light. The first feedback signal can be understood as a state feedback signal used to feedback to the vehicle control module that the signal light group 10 is being driven by the first driving submodule 21. The second driving signal can be understood as a state feedback signal that the signal light group 10 is not being driven by the first driving submodule 21. Exemplarily, if the first feedback signal is a high level and the second feedback signal is a low level, then when the monitoring module detects that the signal light group driven by the first driving submodule 21 is flashing, it continuously outputs a high level to the vehicle control module, otherwise it outputs a low level. The vehicle operation state can be understood as various types of data used to reflect the real-time operation status of the vehicle during the operation of the vehicle, such as vehicle speed, braking status, etc.

[0051] It should be noted that the signal input end of the monitoring module 50 is connected in series with the output end of the first driver submodule 21. The determination of the driving state of the signal light group 10 must meet two conditions: one is that the signal light group 10 is in working state, and the other is that the first driver submodule 21 outputs a warning drive signal. Only when these two conditions are met at the same time, the monitoring module 50 will determine that the operation of the signal light group 10 is driven by the first driver submodule 21 and generate a first feedback signal. If only the signal light group 10 is working but the first driver submodule 21 does not output a signal, such as when it is driven by the second driver submodule 22, or the first driver submodule 21 outputs a signal but the signal light group 10 is not working, such as when the turn switch 31 and the synchronous tripping light switch 32 are disconnected, the monitoring module 50 will not determine that the first driver submodule 21 is in a driving state. At this time, the monitoring module 50 will generate a second feedback signal.

[0052] Specifically, during operation, the monitoring module 50 monitors the operating status of the first driving submodule 21 and the signal light assembly 10 in real time. When the first driving submodule 21 drives the signal light assembly 10 via the steering switch 31 or the synchronous tripping switch 32, the monitoring module 50 determines that the signal light assembly 10 is in the driving state, generates a first feedback signal, and continuously sends it to the vehicle control module 40. When the first driving submodule 21 does not drive the signal light assembly, the monitoring module 50 determines that it is in the non-driving state, generates a second feedback signal, and continuously sends it to the vehicle control module 40.

[0053] At the same time, the vehicle control module 40 monitors the vehicle's operating status in real time, such as vehicle speed, braking status, etc. When the above parameters meet the preset emergency state conditions, it is determined that the vehicle has entered an emergency state, such as when a collision or emergency braking occurs. When the vehicle control module 40 determines that the vehicle has entered an emergency state, it will also determine the currently received drive status signal. If a first feedback signal is received, it means that the current signal light group 10 is already in working condition and no additional operation is required; if a second feedback signal is received, it means that the signal light group 10 is not driven by the first drive submodule 21, then a second drive signal is generated and sent to the second drive submodule 22, triggering emergency drive. After receiving the second drive signal, the second drive submodule 22 generates a warning drive signal and sends it to the signal light group 10, driving the signal lights on both sides to flash synchronously, so as to convey warning information to surrounding vehicles and pedestrians in an emergency state.

[0054] The control system provided by the embodiment of the present invention, on the basis of the above embodiment, adds a monitoring module and a second driving sub-module to ensure that when the vehicle is in an emergency state, the synchronous light switch cannot be adjusted in time, and warning information can be transmitted to surrounding vehicles and pedestrians in time, further improving the convenience and reliability of the vehicle signal light control system.

[0055] Continue to refer Figure 5 In an optional embodiment, the vehicle control module 40 is further configured to generate and send a second driving signal to the second driving submodule 22 when it is determined that the vehicle is in an emergency state and receives the first feedback signal;

[0056] During the period of sending the second driving signal to the second driving submodule 22 , sending the first driving signal to the first driving submodule 21 is suspended; after the second driving signal stops being sent, sending the first driving signal to the first driving submodule 21 is resumed.

[0057] Specifically, when the vehicle is in an emergency state and the vehicle control module 40 receives the first feedback signal sent by the monitoring module 50, it means that the signal light group 10 is being driven by the first drive submodule 21, such as the driver is turning left / right or turning on the synchronized tripping lights. At this time, the vehicle control module 40 sends a second drive signal to the second drive submodule 22, and the second drive submodule 22 generates and sends a warning drive signal to the signal light group 10 to control the left signal light 11 and the right signal light 12 in the signal light group 10 to send warning signals at the same time. At the same time, the vehicle control module 40 will suspend sending the first drive signal to the first drive submodule 21 to avoid conflicts caused by the first drive submodule 21 and the second drive submodule 22 sending signals to the signal light group 10. When the vehicle emergency state is lifted, the vehicle control module 40 stops sending the second drive signal to the second drive submodule 22, and the second drive submodule 22 stops generating the warning drive signal. Then, the vehicle control module 40 resumes sending the first drive signal to the first drive submodule 21, and the first drive submodule 21 regenerates the warning drive signal. If the steering switch 31 or the synchronous trip light switch 32 is still in the on state at this time, the first drive submodule 21 will continue to send the warning drive signal to the signal light group 10 through the corresponding switch to restore the original steering or double trip warning function.

[0058] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the signal light control logic in the vehicle emergency state, avoids signal conflicts, and further improves the accuracy, ease of operation and reliability of the vehicle signal light control system.

[0059] Continue to refer Figure 5 In an optional embodiment, the vehicle control module 40 is further configured to generate and send a second driving signal lasting a preset time period to the second driving submodule 22 when it is determined that the vehicle is in an emergency state and receives the first feedback signal;

[0060] The first driving signal is temporarily suspended from being sent to the first driving submodule 21 during a preset time period, and is resumed after the preset time period expires. The preset time period can be understood as the pre-set duration for which the second driving signal built into the vehicle control module 40 is continuously sent. An exemplary preset time period can be 0.5 to 2 seconds.

[0061] Specifically, when the vehicle is in an emergency state and the vehicle control module 40 receives the first feedback signal sent by the monitoring module 50, the vehicle control module 40 generates and sends a second drive signal to the second drive submodule 22 for a preset duration. At the same time, within the preset duration, the vehicle control module 40 suspends sending the first drive signal to the first drive submodule 21. At this time, under the action of the second drive signal, the second drive submodule 22 drives the left and right signal lights to flash synchronously, realizing a priority warning of the emergency state and temporarily covering the manual signal. After the preset duration ends, the vehicle control module 40 stops sending the second drive signal, and the second drive submodule 22 stops outputting the emergency drive signal. At the same time, the vehicle control module 40 resumes sending the first drive signal to the first drive submodule 21 to ensure that the driver's operating intention is not interrupted for a long time.

[0062] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the signal light control logic in the vehicle emergency state, ensures that the driver's operating intention is not interrupted for a long time, and further improves the accuracy, convenience and reliability of the vehicle signal light control system.

[0063] Figure 6 This is a circuit diagram of a vehicle signal light control system provided by an embodiment of the present invention, refer to Figure 6 In an optional embodiment, the first driving submodule 21 includes an input control unit 211, a bias unit 212 and a power supply unit 213. The input control unit 211 is connected to the bias unit 212, and the input control unit 211 is used to generate a control signal according to a first driving signal input from the outside. The bias unit 212 is connected to the power supply unit 213, and the bias unit 212 is used to output a first bias voltage or a second bias voltage according to the control signal; the power supply unit 213 is connected to the signal light group 10 via the steering switch 31 and / or the synchronous tripping switch 32, and the power supply unit 213 is used to output a first warning signal when receiving the first bias voltage, and output a second warning signal when receiving the second bias voltage.

[0064] Among them, the on-state voltage threshold can be understood as the minimum voltage value required for the power supply unit 213 to switch from the off state to the on state; the first bias voltage is greater than the on-state voltage threshold of the power supply unit 213, and the second bias voltage is less than the on-state voltage threshold of the power supply unit 213; the warning drive signal includes a first warning signal and a second warning signal that appear alternately; the signal light group 10 lights up when receiving the first warning signal and goes out when receiving the second warning signal.

[0065] Specifically, the input control unit 211 in the first driver submodule 21 is configured to receive an externally input first drive signal, such as an enable signal sent by the vehicle control module 40, and generate a corresponding control signal based on the signal. The bias unit 212 is configured to selectively output a first bias voltage or a second bias voltage based on the control signal generated by the input control unit 211, thereby controlling the on / off state of the power supply unit 213.

[0066] The power supply unit 213 is configured to output a warning drive signal. The power supply unit 213 is connected to the signal light assembly 10 via the steering switch 31 and / or the synchronous tripping switch 32. When the power supply unit 213 receives the first bias voltage output by the bias unit 212, it turns on and outputs the first warning signal to the signal light assembly 10, illuminating the signal light assembly 10. When the power supply unit 213 receives the second bias voltage, it turns off and outputs the second warning signal, extinguishing the signal light assembly 10. By alternating between the on and off states of the power supply unit 213, a periodic warning drive signal is generated, comprising alternating first and second warning signals.

[0067] In one specific embodiment, the first bias voltage is slightly higher than the on-voltage threshold of the power supply unit 213, and the second bias voltage is slightly lower than the on-voltage threshold of the power supply unit 213. When the first drive signal received by the input control unit 211 is a periodic pulse signal, the control signal alternately lowers or raises the voltage at the control terminal of the power supply unit 213, thereby outputting the first or second bias voltage. Because the difference between the first bias voltage and the second bias voltage is relatively small, rapid switching between the on and off states is achieved.

[0068] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the circuit structure of the first driver submodule, controls the generation of the emergency drive signal through the first drive signal, and thereby ensures the output stability and response timeliness of the first driver submodule.

[0069] In a specific embodiment, the second driving submodule 22 has the same structure as the first driving submodule 21 .

[0070] Figure 7 This is a circuit diagram of a first driver submodule provided by an embodiment of the present invention. Figure 6 and Figure 7 In an optional embodiment, the input control unit 211 includes a first resistor R12 and a first switch Q21. The control end of the first switch Q21 is used to receive a first driving signal input from the outside, and the control end of the first switch Q21 is grounded via the first resistor R12. The first end of the first switch Q21 is connected to the bias unit 212. The second end of the first switch Q21 is grounded.

[0071] Specifically, during operation of the input control unit 211, a high-level first drive signal acts on the base of the first switch Q21, causing the first switch Q21 to switch from an off state to an on state. When the first switch Q21 is on, the control electrode of the power supply unit 213 is grounded, switching from the first bias voltage to the second bias voltage. The second bias voltage is less than the control voltage of the fourth switch, causing the fourth switch to be cut off and outputting a second warning signal. The signal light assembly 10 does not receive a valid drive voltage or receives a low voltage, turning off. Conversely, when a low-level first drive signal acts on the base of the first switch Q21, causing the first switch Q21 to switch from an on state to an off state. When the first switch Q21 is off, the control electrode of the power supply unit 213 is controlled by the bias unit 212. The bias unit 212 outputs a first bias voltage greater than the control voltage of the fourth switch, causing the fourth switch to switch on and outputting a first warning signal. The signal light assembly 10 receives a valid drive voltage or a high voltage, turning on.

[0072] The bias unit 212 includes a second switch Q22 and a third switch Q23. The control end of the second switch Q22 is connected to the first internal power supply end; the first end of the second switch Q22 is connected to the first internal power supply end; the second end of the second switch Q22 is connected to the control end of the third switch Q23; the first end of the third switch Q23 is connected to the first internal power supply end; and the second end of the third switch Q23 is connected to the second end of the first switch Q21 and the control end of the fourth switch Q24, respectively.

[0073] The first internal power supply terminal is used to provide a bias voltage.

[0074] Specifically, during operation of the bias unit 212, the current output from the first internal power supply terminal serves as the control current for the second switch Q22. When the first internal power supply terminal is supplying power normally, the second switch Q22 is turned on. The current output from the first internal power supply terminal, after passing through the second switch Q22, serves as the control current for the third switch Q23. When the third switch Q23 is turned on, the current output from the first internal power supply terminal serves as the control current for the fourth switch Q24, controlling the conduction of the power supply unit 213. When the input control unit 211 is off, the first internal power supply terminal provides a first bias voltage after resistor division. The first bias voltage is greater than the threshold of the power supply unit 213, turning the power supply unit 213 on. Conversely, when the input control unit 211 is on, the first internal power supply terminal is grounded after resistor division, and the voltage at the control electrode of the fourth switch Q24 is pulled down, i.e., providing a second bias voltage. The second bias voltage is less than the threshold of the power supply unit 213, turning the power supply unit 213 off.

[0075] The power supply unit 213 includes a fourth switch Q24 ; a first end of the fourth switch Q24 is connected to the second internal power supply terminal; and a second end of the fourth switch Q24 is connected to the steering switch 31 and the synchronous tripping switch 32 .

[0076] The second internal power supply terminal is used to provide an operating voltage for the output of the power supply unit 213. The first internal power supply terminal and the second internal power supply terminal can be the same power supply terminal or different power supply terminals. The second internal power supply terminal can select a conventional power supply voltage such as 12V / 24V / 48V according to the power of the signal light assembly 10.

[0077] Specifically, during operation of the power supply unit 213, the high level output by the third switch Q23 serves as a control voltage, controlling the fourth switch Q24 to switch from an off state to an on state. The second internal power supply terminal outputs a first warning signal via the fourth switch Q24. If either the steering switch 31 or the synchronous tripping switch 32 is on, the signal is transmitted to the corresponding signal light, illuminating the signal light assembly 10. Conversely, if the fourth switch Q24 is off, it outputs a low voltage or no output, i.e., the second warning signal. This means that the signal light assembly 10 receives no valid driving voltage or a low level, and turns off.

[0078] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the circuit of the first driver submodule, further improving the accuracy, operational convenience and reliability of the vehicle signal light control system.

[0079] In an optional embodiment, the first switch Q21 is an NPN transistor, the second switch Q22 is a PNP transistor, the third switch Q23 is an NPN transistor, and the fourth switch Q24 is an N-channel MOS transistor. Figure 3 In the circuit structure shown, the second switch Q22 and the third switch Q23 form a push-pull circuit. When the second switch Q22 uses a PNP transistor, its base is pulled down by a second resistor R26. When the third switch Q23 uses an NPN transistor, its base is pulled up by a third resistor R25. Furthermore, a fourth resistor R24 ​​is connected in parallel in the conduction loop between the second and third switches Q22 and Q23. When both switches are turned on simultaneously, this resistor forms a parallel voltage divider with the fourth resistor R24, adjusting the first bias voltage and improving the circuit's response speed. A fifth resistor R23 is introduced in the ground loop of the first switch Q21 to divide and control the second bias voltage, ensuring that the base potential of Q21 remains stable under various load conditions and effectively suppressing static power consumption. N-channel MOS transistors have low on-resistance and are suitable for high-frequency switching scenarios. Furthermore, a first diode D21 and a first capacitor C2 are connected in series in the bias circuit to form a filter structure, filtering out power supply ripple and high-frequency noise, ensuring bias voltage stability. By providing the second diode D22 on the signal output path, the unidirectional conductivity of the second diode D22 is utilized to prevent reverse current interference, thereby protecting the preceding circuit from abnormal voltage shock and improving system reliability.

[0080] The control system provided in the embodiment of the present invention, based on the above embodiment, refines the circuit of the first driver submodule and improves the response speed of the vehicle signal light control system through the push-pull circuit and the N-channel MOS transistor.

[0081] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0082] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A vehicle signal light control system, characterized in that: include: A signal light assembly comprising at least two independently controllable signal lights; A driving module, comprising a first driving submodule; a steering switch connected in series between the first driver submodule and the signal light group, for controlling the first driver submodule and the at least two signal lights to selectively turn on or off; A synchronous tripping switch, connected in series between the first driver submodule and the signal light group, for controlling the first driver submodule and the at least two signal lights to be turned on and off synchronously; The first driving submodule is used to send a warning driving signal to the signal light group through the turn switch and / or the synchronous tripping switch.

2. The vehicle signal light control system according to claim 1, characterized in that: The at least two signal lights include a left signal light and a right signal light; The steering switch comprises: An input end connected to the first driving submodule; A first output terminal connected to the left signal light; A second output terminal is connected to the right signal light; The steering switch is used to switch between an off state, a left steering state, and a right steering state according to user operation; Wherein, in the disconnected state, the input end is not connected to the first output end and the second output end; in the left-turning state, the input end is connected to the first output end; in the right-turning state, the input end is connected to the second output end; The first driving submodule is further configured to send a warning driving signal to a corresponding signal light via the steering switch when the steering switch is in a left steering state or a right steering state.

3. The vehicle signal light control system according to claim 1, characterized in that: The at least two signal lights include a left signal light and a right signal light; One end of the synchronous tripping light switch is connected to the first driving submodule, and the other end of the synchronous tripping light switch is connected to the left signal light and the right signal light respectively; The first driving submodule is further configured to synchronously send a warning driving signal to the left signal light and the right signal light when the synchronous tripping light switch is turned on.

4. The vehicle signal light control system according to claim 1, characterized in that: The system further includes a vehicle control module connected to the first driving submodule, and configured to generate and continuously send a first driving signal to the first driving submodule when detecting that the vehicle is in a powered-on state; The first driving submodule is further configured to generate and send a warning driving signal to the signal light group after receiving the first driving signal.

5. The vehicle signal light control system according to claim 4, characterized in that: The system further includes a monitoring module, the monitoring module being communicatively connected to the first driving submodule and the vehicle control module, the monitoring module being configured to generate and send to the vehicle control module a first feedback signal indicating that the signal light group is in a driving state when the first driving submodule drives the signal light group to work, and to generate and send to the vehicle control module a second feedback signal indicating that the signal light group is in a non-driving state when the first driving submodule does not drive the signal light group to work; The driving module further includes a second driving submodule, the second driving submodule being communicatively connected to the vehicle control module and connected to the signal light group, and the second driving submodule being configured to generate and send a warning driving signal to the signal light group upon receiving a second driving signal input from an external source; The vehicle control module is also used to monitor the vehicle operating status in real time, determine whether the vehicle enters an emergency state based on the vehicle operating status, and generate and send a second drive signal to the second drive sub-module when it is determined that the vehicle is in an emergency state and receives the second feedback signal.

6. The vehicle signal light control system according to claim 5, characterized in that: The vehicle control module is further configured to generate and send a second driving signal to the second driving submodule when it is determined that the vehicle is in an emergency state and receives the first feedback signal; During the period of sending the second driving signal to the second driving submodule, sending the first driving signal to the first driving submodule is suspended; after the sending of the second driving signal stops, sending the first driving signal to the first driving submodule is resumed.

7. The vehicle signal light control system according to claim 6, characterized in that: The vehicle control module is further configured to generate and send a second driving signal lasting a preset time period to the second driving submodule when determining that the vehicle is in an emergency state and receiving the first feedback signal; The sending of the first driving signal to the first driving submodule is suspended within the preset time period; and the sending of the first driving signal to the first driving submodule is resumed after the preset time period ends.

8. The vehicle signal light control system according to claim 1, characterized in that: The first driving submodule includes an input control unit, a bias unit and a power supply unit: The input control unit is connected to the bias unit, and is used to generate a control signal according to a first drive signal input from an external source; The bias unit is connected to the power supply unit, and the bias unit is used to output a first bias voltage or a second bias voltage according to the control signal; The power supply unit is connected to the signal light group via the steering switch and / or the synchronous tripping switch, and the power supply unit is configured to output a first warning signal when receiving the first bias voltage, and output a second warning signal when receiving the second bias voltage; Wherein, the first bias voltage is greater than the power supply unit conduction voltage threshold, and the second bias voltage is less than the power supply unit conduction voltage threshold; The warning driving signal includes the first warning signal and the second warning signal that appear alternately; the signal light group lights up when receiving the first warning signal and turns off when receiving the second warning signal.

9. The vehicle signal light control system according to claim 8, characterized in that: The input control unit includes a first resistor and a first switch, the bias unit includes a second switch and a third switch, and the power supply unit includes a fourth switch; The control end of the first switch is used to receive a first driving signal input from an external source, and the control end of the first switch is grounded via the first resistor; The first end of the first switch is connected to the bias unit; The second end of the first switch is grounded; The control end of the second switch is connected to the first internal power supply end; A first end of the second switch is connected to the first internal power supply end; The second end of the second switch is connected to the control end of the third switch; The first end of the third switch is connected to the first internal power supply end; The second end of the third switch is connected to the second end of the first switch and the control end of the fourth switch respectively; The first end of the fourth switch is connected to the second internal power supply end; The second end of the fourth switch is connected to the steering switch and the synchronous tripping switch respectively.

10. The vehicle signal light control system according to claim 9, characterized in that: The first switch is an NPN transistor, the second switch is a PNP transistor, the third switch is an NPN transistor, and the fourth switch is an N-channel MOS transistor.

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