Emergency escape system after collision of electric automobile and control method of emergency escape system

Abstract

The invention provides an emergency escape system after collision of an electric vehicle and a control method thereof, and the system comprises an emergency controller which comprises a first input end in communication connection with a vehicle main network and a second input end in hard wire connection with a collision sensor, the emergency controller is configured to generate an activation instruction based on a first input signal of the first input end and a second input signal of the second input end; the plurality of distributed emergency power supply modules are provided with communication interfaces independent of the vehicle main network; the independent emergency communication bus is connected with the emergency controller and the communication interface; and the emergency controller is further configured to respond to the activation instruction, broadcast a power supply instruction to each distributed emergency power supply module through the independent emergency communication bus, and broadcast an execution instruction to the emergency door lock controller so as to control the emergency door lock controller to execute a preset emergency action. The life safety of passengers is guaranteed, and precious time is won for rescue.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle safety technology, specifically to an emergency escape system and control method for electric vehicles after a collision. Background Technology

[0002] Currently, post-collision safety measures for electric vehicles primarily rely on the vehicle's main electrical architecture. When a collision sensor detects a collision signal, the airbag controller or vehicle controller typically sends an unlock command to the door control module via the main vehicle communication network (such as the CAN bus). However, in severe side impacts, bottom impacts, or rollover accidents, this design is highly susceptible to physical open circuits, short circuits, or power failures in the vehicle's main low-voltage power supply lines (12V lines) and main CAN network. Once the main network fails, even if a collision signal has been detected, the unlock command cannot be sent to the actuators (door locks), resulting in a complete system failure.

[0003] In existing technologies, some solutions attempt to add backup power to specific functions. For example, by integrating capacitors or small batteries into the door lock module, instantaneous energy can be provided to the door lock motor when the main power fails. While this approach addresses the power interruption problem to some extent, its trigger signals and control logic still originate from the main controller and main communication network. When a collision causes the main communication network to be interrupted or the main controller to fail, even if the door lock itself has backup power, it cannot receive the unlocking command and therefore cannot perform the unlocking action. Another type of technology focuses on post-collision information reporting, automatically dialing emergency numbers or sending accident location information through the onboard telematics processor. However, the successful execution of this function also depends on the normal operation of the vehicle's main power supply and main communication network. In severe accidents that cause a complete power outage, such alarm systems may fail to activate, and they do not address the fundamental problem of occupants being trapped inside the vehicle and unable to escape independently.

[0004] In summary, existing technical solutions either rely entirely on the vulnerable main vehicle electrical architecture or only address single issues in power supply or communication piecemeal. When the main system is completely paralyzed due to a severe collision, occupants still face the risk of being unable to open the doors or send out distress signals. Therefore, there is an urgent need for an emergency escape system and control method for electric vehicles after a collision. This system should be physically and logically independent of the main system, possess dual protection of energy and communication redundancy, and be specifically designed for the autonomous escape of occupants in the immediate aftermath of a collision. This would ensure the safety of occupants and buy valuable time for rescue efforts. Summary of the Invention

[0005] In view of this, it is necessary to provide an emergency escape system and control method for electric vehicles after a collision, in order to solve the technical problem of the risk of occupants being trapped due to the failure of the main power supply and main communication network in the prior art.

[0006] To address the aforementioned technical problems, in a first aspect, the present invention provides an emergency escape system for electric vehicles after a collision, comprising: An emergency controller includes a first input terminal that is connected to the vehicle’s main network for communication and a second input terminal that is hardwired to a collision sensor. The emergency controller is configured to: monitor a first input signal of the first input terminal and a second input signal of the second input terminal, and generate an activation command when the first input signal or the second input signal is a collision signal. Multiple distributed emergency power supply modules, each of which has a communication interface independent of the vehicle's main network; An independent emergency communication bus is connected to the emergency controller and the communication interface; Multiple emergency door lock controllers, each of which is electrically connected to the output terminal of at least one of the distributed emergency power modules and is communicatively connected to the independent emergency communication bus; The emergency controller is also configured to: in response to the activation command, broadcast a power supply command to each of the distributed emergency power modules via the independent emergency communication bus, and broadcast an execution command to the emergency door lock controller, so as to control the emergency door lock controller to obtain power from the distributed emergency power modules and execute preset emergency actions.

[0007] In one possible implementation, the emergency controller is configured as follows: The system continuously monitors collision event messages on the vehicle's main network through the first input terminal, and sets the first flag bit when a collision event message is received. The second input terminal polls the level state at a preset period, and sets the second flag bit when a trigger level that meets a preset threshold is detected. An OR operation is performed on the first flag bit and the second flag bit, and the activation instruction is generated when the first flag bit or the second flag bit is set.

[0008] In one possible implementation, the distributed emergency power supply module includes: Energy storage units are used to store electrical energy; A charging management circuit, wherein the input and output terminals of the charging management circuit are respectively connected to the vehicle's constant power and the energy storage unit, and is used to charge the energy storage unit; A controllable switch, wherein the input and output terminals of the controllable switch are respectively connected to the energy storage unit and the emergency door lock controller; The local control unit, connected to the independent emergency communication bus, is used to control the controllable switch to turn on after receiving the power supply command, so that the energy storage unit can supply power to the emergency door lock controller.

[0009] In one possible implementation, the energy storage unit includes multiple capacitors connected in series, and the charging management circuit includes: The temperature compensation unit is configured to dynamically adjust the charging voltage or current based on the temperature of multiple capacitors connected in series. An equalization circuit, connected in parallel across each of the capacitors, is used to maintain the voltage difference between the capacitors within a preset voltage difference threshold.

[0010] In one possible implementation, the emergency door lock controller includes: Main power input terminal, used to connect to the vehicle's main power supply; The backup power input terminal is used to connect to the output terminal of the distributed emergency power module. A switching circuit is connected to the main power input terminal, the backup power input terminal, and the independent emergency communication bus, respectively. The switching circuit is configured to switch the power supply of the emergency door lock controller from the main power input terminal to the backup power input terminal within a set time in response to the execution command.

[0011] In one possible implementation, the system further includes: A distress beacon, in response to the activation command, continuously broadcasts a wireless distress signal containing a vehicle identification number and accident status information; An emergency audible and visual alarm is used to activate the audible and visual alarm in response to the activation command.

[0012] In one possible implementation, the emergency controller is further configured to periodically send health status query commands to the plurality of distributed emergency power modules via the independent emergency communication bus when the vehicle is in normal condition, and to receive status parameters returned by each of the distributed emergency power modules, and to perform fault diagnosis based on the status parameters.

[0013] In one possible implementation, the emergency controller further includes a hardware watchdog circuit, which is connected to the second input terminal and the main control unit of the emergency controller. The hardware watchdog circuit is configured to reset and wake up the main control unit when the second input signal is a collision signal and the main control unit is not detected to generate a feeding signal within a preset time.

[0014] In one possible implementation, the emergency controller is further configured as follows: When any distributed emergency power supply module fails to respond to the power supply command within a preset time, the fault status of the distributed emergency power supply module is recorded, and the power supply command continues to be broadcast to other distributed emergency power supply modules. At the same time, a reset command is sent to the unresponsive distributed emergency power supply module through the independent emergency communication bus.

[0015] Secondly, the present invention also provides a control method for an emergency escape system after a collision of an electric vehicle, comprising: The emergency controller listens to the first input signal from the vehicle's main network based on its first input terminal, and polls the second input signal from the collision sensor based on its second input terminal. When the first input signal or the second input signal is a collision signal, an activation command is generated, and a power supply command and an execution command are broadcast through an independent emergency communication bus. When multiple distributed emergency power modules receive the power supply command, they output the power of the distributed emergency power modules to the emergency door lock controller, so that the emergency door lock controller can obtain power from the distributed emergency power modules. When the emergency door lock controller receives the execution command, it executes the preset emergency action.

[0016] The beneficial effects of this invention are as follows: The electric vehicle collision emergency escape system provided by this invention constructs an emergency escape subsystem that is completely isolated from the main system in terms of physical architecture and control logic by setting up an emergency controller, a distributed emergency power supply module, and an independent emergency communication bus, which are independent of the vehicle's main network. When the vehicle's main power supply or main communication network is paralyzed due to a severe collision, this system can still operate independently, fundamentally solving the problem of loss of escape function due to main system failure in the prior art.

[0017] Meanwhile, the emergency controller of this invention has both a first input terminal that communicates with the vehicle's main network and a second input terminal that is hardwired to the collision sensor. By independently monitoring the two signals and using "OR" logic for judgment, even if the main network is damaged in a collision and the first signal is lost, the second hardwired signal can still independently trigger system activation. In other words, the dual-redundancy design significantly improves the system's startup reliability in extreme accidents.

[0018] Furthermore, this invention employs multiple distributed emergency power modules, which, upon activation, receive power supply commands via independent emergency communication buses and independently output electrical energy. Compared to the single backup power solution in existing technologies, the distributed layout enhances the physical survivability of the system and avoids the risk of damage to long-distance power lines in collisions, ensuring that each emergency door lock controller can obtain a reliable local backup power supply. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of an embodiment of the emergency escape system for electric vehicles after a collision provided by the present invention; Figure 2 This is a schematic diagram of an embodiment of the distributed emergency power supply module provided by the present invention; Figure 3 A schematic diagram of an embodiment of the emergency door lock controller provided by the present invention; Figure 4 This is a schematic flowchart of an embodiment of the control method for the emergency escape system after a collision of an electric vehicle provided by the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0022] It should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of the invention. It should be understood that the operations in the flowcharts may be implemented out of order, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0023] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0024] This invention proposes an emergency escape system and its control method after an electric vehicle collision, which will be described below.

[0025] Figure 1 This is a schematic diagram of an embodiment of the emergency escape system for electric vehicles after a collision provided by the present invention, as shown below. Figure 1 As shown, the emergency escape system 10 for electric vehicles after a collision includes: The emergency controller 100 includes a first input terminal 110 that is connected to the vehicle’s main network and a second input terminal 120 that is hardwired to a collision sensor. The emergency controller 100 is configured to monitor a first input signal of the first input terminal 110 and a second input signal of the second input terminal 120, and generate an activation command when the first input signal or the second input signal is a collision signal. Multiple distributed emergency power supply modules 200, each distributed emergency power supply module having a communication interface 210 independent of the vehicle's main network; An independent emergency communication bus 300 is connected to the emergency controller 100 and the communication interface 210; Multiple emergency door lock controllers 400, each emergency door lock controller 400 is electrically connected to the output terminal 220 of at least one distributed emergency power module 200, and is also communicatively connected to an independent emergency communication bus 300; The emergency controller 100 is also configured to: respond to activation commands, broadcast power supply commands to each distributed emergency power module 200 via an independent emergency communication bus 300, and broadcast execution commands to the emergency door lock controller 400, so as to control the emergency door lock controller 400 to obtain power from the distributed emergency power modules 200 and execute preset emergency actions.

[0026] Specifically, the emergency controller 100 is installed inside the central firewall of the passenger compartment (high survival zone). Connection 1 (CAN listening): connected to the vehicle's main network (CAN network) via twisted pair cable. Connection 2 (hardwired input): directly connected to the hardwired alarm output pin of the collision sensor via a separate wiring harness (0.75 mm²). Connection 3 (output control): acting as a master node, connected to the independent emergency communication bus 300.

[0027] Specifically, there are at least three distributed emergency power modules 200, which are integrated into the interior panels of the left front door, the right rear door, and the left side panel of the trunk, respectively. The input of each distributed emergency power module 200 is connected in parallel to the vehicle's constant power (+12V) to maintain float charging; the output is connected to the emergency door lock controller 400, and the communication interface is connected to the independent emergency communication bus 300.

[0028] Specifically, the independent emergency communication bus 300 is a twisted-pair cable conforming to the ISO 11898-2 standard, with a terminating resistance of 120Ω. The wiring harness path is physically separated from the vehicle's main wiring harness, and is preferentially arranged inside the roof trim panel and behind the B / C / C pillar trim panels. Furthermore, the independent emergency communication bus 300 is connected in series with the emergency controller 100, all distributed emergency power modules 200, and emergency door lock controller 400 to form an independent single-channel closed-loop communication network.

[0029] The emergency communication bus 300 can be CAN FD, time-triggered CAN TTCAN, or a simplified LIN bus.

[0030] Specifically, one emergency door lock controller 400 is installed in each door. In order to reduce wiring harness layout and improve the system's survivability in a collision, the emergency door lock controller 400 should be installed close to the door lock actuator so as to control the door lock actuator to perform the unlocking action nearby.

[0031] Compared with existing technologies, the electric vehicle collision emergency escape system 10 provided in this embodiment of the invention constructs an emergency escape subsystem that is completely isolated from the main system in terms of physical architecture and control logic by setting up an emergency controller 100, a distributed emergency power supply module 200, and an independent emergency communication bus 300, which are independent of the vehicle's main network. When the vehicle's main power supply or main communication network is paralyzed due to a severe collision, this system can still operate independently, fundamentally solving the problem of loss of escape function due to main system failure in existing technologies.

[0032] Meanwhile, the emergency controller 100 in this embodiment of the invention has a first input terminal 110 that is connected to the vehicle's main network and a second input terminal 120 that is hardwired to the collision sensor. By independently monitoring the two signals and using OR logic to make judgments, even if the main network is damaged in a collision and the first signal is lost, the second hardwired signal can still independently trigger system activation. In other words, the dual-redundancy design significantly improves the system's startup reliability in extreme accidents.

[0033] Furthermore, this embodiment of the invention employs multiple distributed emergency power supply modules 200, which, upon activation, receive power supply commands via an independent emergency communication bus 300 and independently output electrical energy. Compared to the single backup power supply scheme in the prior art, the distributed layout enhances the physical survivability of the system and avoids the risk of damage to long-distance power supply lines in collisions, ensuring that each emergency door lock controller 400 can obtain a reliable local backup power supply.

[0034] In some embodiments of the present invention, the emergency controller 100 is configured as follows: The system continuously monitors collision event messages on the vehicle's main network through the first input terminal 110, and sets the first flag bit when a collision event message is received. The second input terminal 120 polls the level status at a preset period, and sets the second flag bit when a trigger level that meets a preset threshold is detected; Perform an OR operation on the first and second flag bits, and generate an activation instruction when either the first or second flag bit is set.

[0035] In other words, the first input is the network message triggering path, and the signal flow is: collision sensor - airbag controller - main body CAN bus - gateway - emergency controller's CAN receiver. The logic is as follows: the emergency controller 100's program continuously listens for the collision event message ID (e.g., 0x100). When this message is received, and the collision intensity flag in its data field is set to "true", the system triggers the first flag. CAN = 1.

[0036] The second input is a hardwired direct-connection trigger path. The signal flow is: collision sensor (usually with a direct digital output pin, which is pulled low from high to ground when the acceleration exceeds a threshold) - dedicated hardwire - GPIO input pin of emergency controller 100. The logic is as follows: the software of emergency controller 100 polls the GPIO status at 1ms intervals. When the program detects a sustained low level for more than 5ms (debouncing), it triggers the second flag bit. Hardwire = 1.

[0037] Based on the two flag bits mentioned above, the specific process for generating the activation instruction is as follows: OR logic is performed on the first and second flag bits. When the flag is detected... CAN The flag is set to 1, or Flag Hardwire When the flag is set to 1, the emergency controller 100 immediately executes the preset Emergency_System_Activate() function flow when any trigger signal is valid, generates an activation command, and activates the entire emergency escape system.

[0038] It should be noted that the first flag can be triggered not only by the collision sensor, but also by collision warning messages issued by other domain controllers such as the vehicle controller and battery management system. The second flag can be triggered not only by the collision sensor, but also by the dedicated hardwired output of the airbag controller.

[0039] This invention provides a solution by setting a first input terminal to monitor collision event messages on the vehicle's main network and a second input terminal to directly perform hard-wired monitoring of the collision sensors. This ensures that the two monitoring paths are completely independent in terms of physical connection and logical judgment, achieving true redundancy. As long as either path is valid, an activation command is generated. Theoretically, this eliminates the risk of the system failing to start due to the failure of a single path, such as vehicle network paralysis, thus improving the safety of the emergency escape system 10 after a collision.

[0040] In some embodiments of the present invention, such as Figure 2 As shown, the distributed emergency power supply module 200 includes: Energy storage unit 201 is used to store electrical energy; The charging management circuit 202 has its input and output terminals connected to the vehicle's constant power supply and the energy storage unit 201, respectively, and is used to charge the energy storage unit 201. Controllable switch 203, the input and output terminals of controllable switch 203 are respectively connected to energy storage unit 201 and emergency door lock controller 400; The local control unit 204 is connected to the independent emergency communication bus 300 and is used to control the controllable switch 203 to turn on after receiving a power supply command, so that the energy storage unit 201 can supply power to the emergency door lock controller 400.

[0041] Specifically, the vehicle's constant voltage is 12V. The energy storage unit 201 is charged to 16.2V with a maximum current of 2A, and then it switches to a micro-current float charging state to maintain the power.

[0042] This invention, through the configuration of the distributed emergency power module 200 including an energy storage unit 201, a charging management circuit 202, a controllable switch 203, and a local control unit 204, constructs a distributed power supply network with independent energy management and local intelligent response capabilities. During normal vehicle operation, each distributed emergency power module 200 is continuously float-charged by the vehicle's constant power supply via the charging management circuit 202, maintaining a ready state at all times. When the system is activated, the local control unit 204 directly receives the power supply command via the independent emergency communication bus 300 and instantaneously controls the controllable switch to turn on, enabling the energy storage unit 201 to provide power to the corresponding emergency door lock controller 400 nearby. This design not only achieves physically distributed deployment of emergency power supply, avoiding the risk of global failure caused by damage to a single power source or long-distance power supply line in a collision, as in traditional centralized power supply schemes, but also enables each distributed emergency power supply module 200 to respond to commands autonomously without the participation of a master network through collaboration with the independent emergency communication bus 300. This forms a highly survivable, fast-responding, and fault-tolerant distributed energy security mechanism, significantly improving the reliability of the door unlocking function under extreme collision conditions.

[0043] In vehicle-mounted emergency power supply scenarios, the withstand voltage of a single capacitor is typically low, making it difficult to directly meet the operating voltage requirements of loads such as door lock actuators. Therefore, in some embodiments of the present invention, such as... Figure 2 As shown, the energy storage unit 201 includes multiple capacitors 2011 connected in series.

[0044] However, due to the inherent differences in parameters such as capacitance, equivalent series resistance, and leakage current of each capacitor 2011, uneven voltage distribution is easily generated during charging and discharging. Some capacitors may be subjected to overvoltage for a long time, leading to a decline in lifespan or even failure. At the same time, the charging characteristics of capacitor 2011 are extremely sensitive to temperature. If a fixed charging strategy is used in extreme high or low temperature environments, it may cause a decrease in charging efficiency or damage to the capacitor, thereby affecting the reliability of the entire emergency system at critical moments.

[0045] To address the technical problems of poor temperature adaptability and voltage imbalance faced by the aforementioned series-connected capacitor 2011 in automotive applications, such as... Figure 2 As shown, the charging management circuit 202 includes: Temperature compensation unit 2021 is configured to dynamically adjust charging voltage or current based on the temperature of multiple series-connected capacitors 2011; The equalization circuit 2022 is connected in parallel across each capacitor 2011 to maintain the voltage difference between each capacitor 2011 within a preset voltage difference threshold.

[0046] It should be noted that: the temperature compensation unit 2021 is used to ensure that capacitor 2011 can be safely charged within the full temperature range of -40℃ to 85℃. The equalization circuit 2022 is used to ensure that the voltage difference between capacitors 2011 is less than 50mV.

[0047] This invention, through its embodiment, defines a charging management circuit 202 including a temperature compensation unit 2021 and an equalization circuit 2022. The temperature compensation unit 2021 monitors the capacitor's temperature in real time and dynamically adjusts the charging voltage or current parameters to match the charging strategy with the capacitor's electrochemical characteristics at different temperatures. This ensures that the capacitor can be safely and efficiently charged within a wide temperature range of -40℃ to 85℃, avoiding the risk of overcharging at high temperatures and undercharging at low temperatures, significantly improving the system's applicability and reliability under all climate conditions. The equalization circuit 2022, connected in parallel across each series capacitor, continuously dissipates excess energy stored in capacitors with excessively high voltages as heat during charging, maintaining the voltage difference between capacitors within a preset threshold. This effectively prevents localized overvoltage attenuation caused by voltage imbalance, significantly extending the capacitor's lifespan and long-term energy storage stability.

[0048] In some embodiments of the present invention, such as Figure 3As shown, the emergency door lock controller 400 includes: Main power input terminal 401 is used to connect to the vehicle's main power supply; The backup power input terminal 402 is used to connect to the output terminal of the distributed emergency power module 200; The switching circuit 403 is connected to the main power input terminal 401, the backup power input terminal 402 and the independent emergency communication bus 300 respectively. The switching circuit 403 is configured to switch the power supply of the emergency door lock controller 400 from the main power input terminal 401 to the backup power input terminal 402 within a preset time in response to the execution command.

[0049] Specifically, the preset time is less than 5ms, and preferably, the preset time is 1ms.

[0050] The embodiments of the present invention achieve power switching through hardware-level switching circuit 103 instead of software protocol stack forwarding, which further reduces the uncertainty caused by main control unit abnormality or communication delay, and significantly improves the reliability and certainty of emergency unlocking.

[0051] In serious collisions, even if the doors are successfully unlocked, occupants may still face secondary risks due to injury, vehicle deformation, complex external environments, or the inability of rescue personnel to quickly locate them.

[0052] To further reduce the safety risks to occupants after a collision, in some embodiments of the present invention, such as Figure 1 As shown, the emergency escape system 10 for electric vehicles after a collision also includes: The distress beacon 500 is used in response to an activation command to continuously broadcast a wireless distress signal containing the vehicle identification number and accident status information. The 600 emergency audible and visual alarm is used to activate the audible and visual alarm in response to an activation command.

[0053] Specifically, the distress beacon 500 is installed in the center of the roof lining, which is the optimal location for signal coverage, improving the success rate of transmitting wireless distress signals. The emergency audible and visual alarm 600 is installed at the front and rear of the vehicle to increase its visibility.

[0054] In a specific embodiment of the invention, the distress beacon 500 includes a low-power Bluetooth 5.2 chip (for broadcasting vehicle VIN and SOS status) and an ultra-wideband (UWB) radio frequency chip (for precise positioning). The emergency audible and visual alarm 600 integrates a high-brightness LED array with a high-decibel piezoelectric buzzer.

[0055] It should be noted that the distress beacon 500 can also be integrated with a cellular IoT module, which can send SMS messages or data containing location information to a cloud-based rescue platform when conditions permit.

[0056] This invention, through the addition of a distress beacon 500 and an emergency audible and visual alarm 600 connected to an independent emergency communication bus 300, enables the system to automatically broadcast a wireless distress signal containing the vehicle identification code and accident status information upon activation. This provides rescue personnel with accurate vehicle location and identification information. Simultaneously, the system creates a conspicuous audible and visual warning at the accident scene through high-brightness lights and high-decibel sounds. This not only assists trapped occupants in quickly locating the vehicle door and escaping independently when their vision is obstructed or their consciousness is impaired, but also guides external rescue forces to arrive at the accident site as soon as possible to carry out professional rescue.

[0057] In practical applications, the following scenarios exist: the emergency escape system 10 of an electric vehicle may be in a malfunctioning state before the collision occurs without the occupants' knowledge, and ultimately fail to activate properly at the critical moment, resulting in its inability to achieve the expected emergency escape capability.

[0058] To address the technical problems in the above scenarios, in some embodiments of the present invention, the emergency controller 100 is further configured to periodically send health status query commands to multiple distributed emergency power modules 200 via an independent emergency communication bus 300 when the vehicle is in normal condition, and to receive status parameters returned by each distributed emergency power module 200, and perform fault diagnosis based on the status parameters.

[0059] The state parameters include, but are not limited to, estimated values ​​of voltage, temperature, and internal resistance.

[0060] This invention, through the configuration of the emergency controller 100, periodically sends health status query commands to each distributed emergency power module 200 via an independent emergency communication bus 300 under normal vehicle conditions, and receives key status parameters such as voltage and temperature for fault diagnosis. This avoids the risk that the emergency escape system 10 will fail to activate properly after a collision due to the failure of undetected distributed emergency power modules 200, ensuring that the emergency escape system maintains a predictable emergency readiness state throughout its entire life cycle, thereby reliably performing core escape functions such as door unlocking and distress alarm in the event of an extreme collision.

[0061] In the electric vehicle collision emergency escape system 10, the emergency controller 100, as the core decision-making unit of the entire system, directly determines whether the system can be successfully activated based on its own reliability. In the prior art, the emergency controller 100 usually adopts a software control scheme based on the main control unit, which monitors collision signals and issues activation commands by running a preset program. However, in extreme collision accidents, the vehicle may suffer severe impact, electromagnetic interference, or severe fluctuations in power supply voltage. These adverse conditions may cause the main control unit of the emergency controller to malfunction, such as program crashes, watchdog timeouts, deadlocks, or even hardware abnormalities. Once the main control unit becomes unresponsive due to the above reasons, even if the hard-wired trigger signal of the collision sensor has been effectively sent to the input of the emergency controller 100, the entire system will be completely paralyzed because it cannot execute commands, and the occupants will still face the risk of being trapped.

[0062] To solve the above-mentioned technical problems, in some embodiments of the present invention, such as Figure 1 As shown, the emergency controller 100 also includes a hardware watchdog circuit 101. The hardware watchdog circuit 101 is connected to the second input terminal 120 and the main control unit of the emergency controller 100. The hardware watchdog circuit 101 is configured to reset and wake up the main control unit when the second input signal is a collision signal and the main control unit is not detected to generate a dog-feeding signal within a set time.

[0063] The set time can be set or adjusted according to the actual application scenario, and no specific limit is made here.

[0064] This invention, through the addition of a hardware watchdog circuit 101 directly connected to the second input terminal 120, constructs a hardware-level fault recovery channel independent of the main control unit's software operating state, achieving ultimate protection against main control unit failure scenarios. Specifically, the hardware watchdog circuit 101 simultaneously monitors the hard-wired collision signal at the second input terminal and the main control unit's operating state (such as a "feed the watchdog" signal). When a valid hard-wired trigger signal is detected but the main control unit fails to generate a "feed the watchdog" signal within a set time, it is determined that the main control unit is in an unresponsive state. At this time, the hardware watchdog circuit 101 directly performs a hardware reset and forcibly wakes up the main control unit, causing it to restart and execute the preset emergency activation process. This reduces the probability of the system failing to activate under extreme collision conditions to a theoretically minimum, fundamentally ensuring the survivability and functional reliability of the emergency escape system under the most severe operating conditions.

[0065] In electric vehicle collision emergency escape systems, distributed emergency power modules 200 serve as key nodes providing independent energy to each emergency door lock controller 400. Their number typically corresponds to the number of doors, forming a multi-point coordinated power supply network. However, in real collisions, vehicles may suffer asymmetrical impacts, such as severe impact on only one side or bottom intrusion, leading to physical structural damage, broken communication lines, or internal circuit failure of some distributed emergency power modules 200 due to the impact. Existing technologies typically employ an all-or-nothing design logic when dealing with such partial failure scenarios, assuming either all backup power supplies are functioning correctly or halting the entire emergency process or entering an error state upon failure of any module, lacking a fault-tolerant mechanism to handle localized failures. This severely weakens the system's actual survivability under asymmetrical damage scenarios.

[0066] To address this technical problem, in some embodiments of the present invention, the emergency controller 100 is further configured as follows: When any distributed emergency power supply module 200 fails to respond to the power supply command within a preset time, the fault status of the distributed emergency power supply module 200 is recorded, and the power supply command continues to be broadcast to other distributed emergency power supply modules 200. At the same time, a reset command is sent to the unresponsive distributed emergency power supply module 200 through the independent emergency communication bus 300.

[0067] In this embodiment of the invention, when the emergency controller 100 broadcasts a power supply command via the independent emergency communication bus 300, if it detects that a distributed emergency power module 200 fails to respond within a preset time, the system will not interrupt the entire emergency process or fall into a waiting timeout blocking state. Instead, it will immediately record the fault status and skip that distributed emergency power module 200, continuing to broadcast power supply commands to other distributed emergency power modules 200 and execute subsequent unlocking actions. This ensures that undamaged power modules and their corresponding door lock actuators can still complete emergency power supply and unlocking as planned. Fault isolation is achieved, and the failure of a single or partial distributed emergency power module 200 will not spread to the entire system, ensuring the maximum utilization of surviving functions.

[0068] In a specific embodiment of the present invention, the execution process of the emergency escape system 10 after an electric vehicle collision is shown in the table below: Table 1. Execution process of the emergency escape system 10 after an electric vehicle collision.

[0069] In summary, this invention presents an emergency escape system that is more survivable under extreme collision conditions and is completely independent of the main vehicle system. It solves the risk of occupants being trapped due to the failure of the main power supply and main communication network in existing technologies. It ensures that after any severe collision causes the main system to fail, a dedicated "escape lifeline" system is automatically activated, providing independent power supply and communication channels for core escape functions such as door unlocking, emergency lighting, audible and visual alarms, and distress signal transmission, thereby ensuring the safety of occupants and buying valuable time for rescue.

[0070] On the other hand, embodiments of the present invention also provide a control method for an emergency escape system after a collision in an electric vehicle, applicable to the emergency escape system after a collision in any of the above embodiments, such as... Figure 4 As shown, the control methods for an emergency escape system after an electric vehicle collision include: S401, Based on the first input terminal of the emergency controller, listen to the first input signal of the vehicle main network, and poll the second input signal from the collision sensor based on the second input terminal; S402: When the first input signal or the second input signal is a collision signal, an activation command is generated, and a power supply command and an execution command are broadcast through an independent emergency communication bus. S403. When multiple distributed emergency power modules receive a power supply command, they output the electrical energy of the distributed emergency power modules to the emergency door lock controller, so that the emergency door lock controller can obtain electrical energy from the distributed emergency power modules. S404. When the emergency door lock controller receives the execution command, it executes the preset emergency action.

[0071] It should be noted that the control method of the electric vehicle collision emergency escape system provided in the above embodiments can realize the technical solution described in the above electric vehicle collision emergency escape system embodiments. The specific implementation principle of each step can be found in the corresponding content in the above electric vehicle collision emergency escape system embodiments, and will not be repeated here.

[0072] The above provides a detailed description of an emergency escape system and control method for an electric vehicle after a collision, provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An emergency escape system for electric vehicles after a collision, characterized in that, include: An emergency controller includes a first input terminal that is connected to the vehicle’s main network for communication and a second input terminal that is hardwired to a collision sensor. The emergency controller is configured to: monitor a first input signal of the first input terminal and a second input signal of the second input terminal, and generate an activation command when the first input signal or the second input signal is a collision signal. Multiple distributed emergency power supply modules, each of which has a communication interface independent of the vehicle's main network; An independent emergency communication bus is connected to the emergency controller and the communication interface; Multiple emergency door lock controllers, each of which is electrically connected to the output terminal of at least one of the distributed emergency power modules and is communicatively connected to the independent emergency communication bus; The emergency controller is also configured to: in response to the activation command, broadcast a power supply command to each of the distributed emergency power modules via the independent emergency communication bus, and broadcast an execution command to the emergency door lock controller, so as to control the emergency door lock controller to obtain power from the distributed emergency power modules and execute preset emergency actions.

2. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The emergency controller is configured as follows: The system continuously monitors collision event messages on the vehicle's main network through the first input terminal, and sets the first flag bit when a collision event message is received. The second input terminal polls the level state at a preset period, and sets the second flag bit when a trigger level that meets a preset threshold is detected. An OR operation is performed on the first flag bit and the second flag bit, and the activation instruction is generated when the first flag bit or the second flag bit is set.

3. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The distributed emergency power supply module includes: Energy storage units are used to store electrical energy; A charging management circuit, wherein the input and output terminals of the charging management circuit are respectively connected to the vehicle's constant power and the energy storage unit, and is used to charge the energy storage unit; A controllable switch, wherein the input and output terminals of the controllable switch are respectively connected to the energy storage unit and the emergency door lock controller; The local control unit, connected to the independent emergency communication bus, is used to control the controllable switch to turn on after receiving the power supply command, so that the energy storage unit can supply power to the emergency door lock controller.

4. The electric vehicle collision emergency escape system according to claim 3, characterized in that, The energy storage unit includes multiple capacitors connected in series, and the charging management circuit includes: The temperature compensation unit is configured to dynamically adjust the charging voltage or current based on the temperature of multiple capacitors connected in series. An equalization circuit, connected in parallel across each of the capacitors, is used to maintain the voltage difference between the capacitors within a preset voltage difference threshold.

5. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The emergency door lock controller includes: Main power input terminal, used to connect to the vehicle's main power supply; The backup power input terminal is used to connect to the output terminal of the distributed emergency power module. A switching circuit is connected to the main power input terminal, the backup power input terminal, and the independent emergency communication bus, respectively. The switching circuit is configured to switch the power supply of the emergency door lock controller from the main power input terminal to the backup power input terminal within a preset time in response to the execution command.

6. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The system also includes: A distress beacon, in response to the activation command, continuously broadcasts a wireless distress signal containing a vehicle identification number and accident status information; An emergency audible and visual alarm is used to activate the audible and visual alarm in response to the activation command.

7. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The emergency controller is also configured to periodically send health status query commands to the multiple distributed emergency power modules via the independent emergency communication bus when the vehicle is in normal condition, and to receive status parameters returned by each of the distributed emergency power modules, and to perform fault diagnosis based on the status parameters.

8. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The emergency controller also includes a hardware watchdog circuit, which is connected to the second input terminal and the main control unit of the emergency controller. The hardware watchdog circuit is configured to reset and wake up the main control unit when the second input signal is a collision signal and the main control unit is not detected to generate a feeding signal within a set time.

9. The electric vehicle collision emergency escape system according to claim 1, characterized in that, The emergency controller is also configured to: When any distributed emergency power supply module fails to respond to the power supply command within a preset time, the fault status of the distributed emergency power supply module is recorded, and the power supply command continues to be broadcast to other distributed emergency power supply modules. At the same time, a reset command is sent to the unresponsive distributed emergency power supply module through the independent emergency communication bus.

10. A control method for an emergency escape system after a collision in an electric vehicle, characterized in that, The control method applicable to the electric vehicle collision emergency escape system according to any one of claims 1-9 includes: The emergency controller listens to the first input signal from the vehicle's main network based on its first input terminal, and polls the second input signal from the collision sensor based on its second input terminal. When the first input signal or the second input signal is a collision signal, an activation command is generated, and a power supply command and an execution command are broadcast through an independent emergency communication bus. When multiple distributed emergency power modules receive the power supply command, they output the power of the distributed emergency power modules to the emergency door lock controller, so that the emergency door lock controller can obtain power from the distributed emergency power modules. When the emergency door lock controller receives the execution command, it executes the preset emergency action.

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