A vehicle door unlocking system and vehicle

Abstract

This invention discloses a vehicle door unlocking system and a vehicle. The system includes a battery and a door controller. The battery is located in the driver's cabin and is electrically connected to the door controller, providing power to the door controller. The door controller is used to unlock the doors when a collision occurs. In this invention, the battery and the first fuse unit are located in the driver's cabin. If placed on the passenger side dashboard, or in a safe area that will not be affected or will be only minimally affected during a collision, the battery located in the driver's cabin powers the door controller (DCU). This ensures that the battery will not be damaged during a collision, and therefore the power supply to the door controller (DCU) will not be interrupted. In the event of a collision, the door controller (DCU) can still perform normal door unlocking.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a door unlocking system and a vehicle. Background Technology

[0002] When a car is involved in a collision, the ACU (Airbag Control Unit) sends a collision signal almost simultaneously with the beginning of damage to the front compartment battery. The door controllers receive the collision signal almost simultaneously with the battery failure and the vehicle losing power. In some collisions, due to excessive speed or the battery being disconnected from the power supply, the vehicle may lose power at the moment of impact. At this time, the door controllers are already de-energized and cannot perform the unlocking action (unlocking takes about 200ms), which seriously affects the safety of the occupants. Summary of the Invention

[0003] This invention provides a vehicle door unlocking system and vehicle, so as to achieve the purpose of the door controller being able to unlock normally when the vehicle is involved in a collision.

[0004] In a first aspect, embodiments of the present invention provide a vehicle door unlocking system, including: a battery and a vehicle door controller;

[0005] The battery is installed in the driver's cabin and is electrically connected to the door controller to supply power to the door controller.

[0006] The door controller is used to unlock the doors when a vehicle collision occurs.

[0007] Optionally, it also includes a first fuse unit, which is disposed in the cockpit;

[0008] The battery is electrically connected to the first fuse unit, and the first fuse unit is electrically connected to the door controller;

[0009] The first fuse unit is used for electrical protection of the door controller.

[0010] Optionally, the battery is also electrically connected to a second fuse unit, which is also electrically connected to a voltage conversion unit and a third fuse unit, respectively.

[0011] The second fuse unit is used for electrical protection against the vehicle's primary electrical load;

[0012] The third fuse unit is used for electrical protection against the vehicle's second electrical load;

[0013] The second fuse unit is located inside the cockpit, and the third fuse unit is located outside the cockpit.

[0014] Optionally, it also includes: a power control module, wherein the battery is electrically connected to the power control module, the power control module is electrically connected to the second fuse unit, and the second fuse unit is electrically connected to the voltage conversion unit;

[0015] The power control module is used for switching the battery on and off with the second fuse unit. Third fuse unit.

[0016] Optionally, it also includes an airbag controller, which is connected to the door controller via a first communication line and a second communication line respectively;

[0017] The airbag controller is used to send a collision signal to the door controller via the first communication line and / or the second communication line.

[0018] Optionally, the first communication line is a CAN line, and the second communication line is a hard wire.

[0019] Optionally, the power control module is configured to detect the output current or output voltage of the battery, and disconnect the battery from the second fuse unit when the output current or output voltage is abnormal.

[0020] Optionally, the door controller is also configured to record collision signals.

[0021] Optionally, the door controller is configured to unlock the door when power is restored to the door controller and an unprocessed collision signal exists.

[0022] Secondly, embodiments of the present invention also provide a vehicle, including any of the door unlocking systems described in the embodiments of the present invention.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention proposes a car door unlocking system, which includes a battery and a door controller. The battery is located in the driver's cabin, such as on the passenger dashboard, or in a safe area that will not be affected or will be affected in the event of a collision. The battery located in the driver's cabin supplies power to the door controller DCU, which can ensure that the battery will not be damaged in the event of a collision, and thus the power supply to the door controller DCU will not be affected. In the event of a collision, the door controller DCU can still perform normal door unlocking. Attached Figure Description

[0024] Figure 1 This is a structural block diagram of the door unlocking system in the embodiment;

[0025] Figure 2 This is a structural block diagram of another door unlocking system in the embodiment;

[0026] Figure 3 This is a schematic diagram of the door unlocking system structure in the embodiment. Detailed Implementation

[0027] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0028] Figure 1 This is a structural block diagram of the door unlocking system in the embodiment, for reference. Figure 1 The car door unlocking system includes:

[0029] Battery 100, door controller 200;

[0030] The battery 100 is installed in the driver's cabin and supplies power to the door controller 200;

[0031] The door controller 200 is used to unlock the doors when a vehicle collision occurs.

[0032] For example, in this solution, the storage battery 100 is a battery or battery pack configured in the vehicle, and the storage battery 100 can be a lead-acid battery, a lithium-ion battery, etc.

[0033] In addition to powering the door controller 200, the battery 100 can also be used to power designated electrical loads in the vehicle, such as:

[0034] Battery 100 can be used to start the engine. When the vehicle is started, the battery provides current to the starter motor, enabling the engine to start smoothly;

[0035] The battery 100 can also power the vehicle's electrical equipment. When the engine is not running or the power generation system fails, the battery provides power to various electrical devices in the vehicle, such as interior lights (including headlights, parking lights, dashboard lights, etc.), radio, and onboard computer;

[0036] Battery 100 can also be used to stabilize voltage. During vehicle operation, the voltage generated by the power generation system (such as a generator) may fluctuate. The battery can stabilize the voltage, absorb or replenish electrical energy, and prevent damage to the vehicle's electrical equipment from excessively high or low voltage.

[0037] For example, in this solution, the door control unit (DCU) 300 is an electronic control unit mainly used to control various functions of the vehicle doors, including:

[0038] Door lock control function: This function enables the locking and unlocking of vehicle doors. This includes signals sent via the door lock button inside the vehicle, the remote button on the car key, or the vehicle's keyless entry system. The DCU can control the operation of the door lock motor to complete the locking or unlocking action of the door.

[0039] Window control function: Controls the raising and lowering of the car windows on the doors. It can receive commands from the window raising / lowering buttons inside the car or from the vehicle's automatic window system, controlling the operation of the window motor to raise and lower the windows;

[0040] Door status monitoring function: The door position sensor (such as a limit switch) monitors the opening and closing status of the door. When the door is opened or closed, the position sensor sends a signal to the DCU, which can then feed back the door status information to other vehicle systems, such as illuminating the door-open warning light on the instrument panel or displaying the door status on the vehicle's central control system.

[0041] For example, in this solution, the battery 100 is installed in the driver's cabin, such as on the passenger side dashboard, or in a safe area that will not be affected or will be affected in the event of a collision. The battery 100 installed in the driver's cabin supplies power to the door controller DCU, which can ensure that the battery 100 will not be damaged in the event of a collision, and thus the power supply to the door controller DCU will not be damaged. In the event of a collision, the door controller DCU can still unlock the door normally.

[0042] Figure 2 This is a structural block diagram of another door unlocking system in the embodiment, for reference. Figure 2 ,exist Figure 1 Based on the illustrated scheme, in one possible implementation, the door unlocking system further includes a first fuse unit 300, which is disposed in the driver's cabin.

[0043] In this solution, the battery 100 is electrically connected to the first fuse unit 300, and the first fuse unit 300 is electrically connected to the door controller 200.

[0044] In this solution, the first fuse unit 300 is used for electrical protection of the door controller 200.

[0045] For example, in this solution, the battery 100 is connected to the door controller 200 through the first fuse unit 300. The first fuse unit 300 is used to protect the safety of the battery circuit. The fuse (circuit breaker) is centrally installed in the first fuse unit 300. The battery 100 is connected to the door controller 200 through the fuse in the first fuse unit 300.

[0046] When an overload (excessive current) or short circuit occurs in the circuit, the fuse will blow, thereby cutting off the circuit and preventing excessive current from damaging the battery, wires, and electrical equipment.

[0047] The vehicle can be equipped with multiple door controllers 200, for example, one door controller 200 for each door. The battery 100 is connected to one door controller 200 through a fuse. Based on this, after the fuse blows, the circuit branch where the fault is located can be quickly located. According to the circuit range protected by the fuse, the scope of fault diagnosis can be narrowed down, and the maintenance efficiency can be improved.

[0048] The first fuse unit 300 can be equipped with a fuse holder inside. The fuse holder is used to install fuses. Each fuse holder has a corresponding interface that is connected to the wires in the circuit. The fuse holder is connected to the external battery circuit through the wiring.

[0049] Depending on the usage requirements, the fuse configured inside the first fuse unit 300 can be a blade fuse, a ceramic fuse, etc.

[0050] exist Figure 1 Based on the scheme shown, in one possible implementation, the battery is also electrically connected to a second fuse unit, which is also electrically connected to a voltage conversion unit and a third fuse unit.

[0051] In this solution, the second fuse unit is used for electrical protection of the vehicle's first electrical load, and the third fuse unit is used for electrical protection of the vehicle's second electrical load.

[0052] In this design, the second fuse unit is located inside the cockpit, and the third fuse unit is located outside the cockpit.

[0053] For example, in this solution, in addition to powering the door controller, the battery is also configured to power the first electrical load on the vehicle (such as ambient lighting, audio system, electric seats, etc.). Correspondingly, the second fuse unit is mainly used to protect the electrical equipment in the vehicle (the first electrical load). The second fuse unit is located in the driver's cabin mainly to facilitate the management and maintenance of the circuit in this area.

[0054] For example, in this solution, the second fuse unit has a structure that is basically the same as the first fuse unit. The fuses (circuit breakers) are centrally installed in the second fuse unit, and the battery is connected to the designated electrical equipment through the fuses in the second fuse unit.

[0055] For example, in this solution, the voltage conversion unit is used to perform voltage regulation. The voltage conversion unit can convert the battery voltage into a suitable voltage to supply these devices. For instance, some electronic devices in a car (such as onboard computers, certain sensors, etc.) may require a stable power supply of 5V or 3.3V. The voltage conversion unit can convert the 12V battery voltage into the voltage required by these devices, avoiding damage to the devices due to voltage mismatch.

[0056] When a short circuit or overload occurs in the electrical system, the fuse in the second fuse unit will blow to protect the circuit. The voltage conversion unit itself can also limit the output current to some extent, preventing excessive current from damaging downstream equipment.

[0057] In this design, the battery is also connected to a third fuse unit via a second fuse unit, which is located outside the cockpit.

[0058] For example, in this solution, the battery is also used to supply power to a second electrical load related to engine operation. Electrical equipment related to engine operation may include a starter motor, a generator, a fuel pump, etc.

[0059] In this scheme, the third fuse unit has a structure that is basically the same as the second fuse unit. The fuses (circuit breakers) are centrally installed in the third fuse unit, and the battery is connected to the designated electrical equipment through the fuses in the third fuse unit.

[0060] Based on the aforementioned scheme where the battery is connected to the second fuse unit and the third fuse unit, in one possible implementation, the door unlocking system further includes a power control module, the battery is electrically connected to the power control module, the power control module is electrically connected to the second fuse unit, and the second fuse unit is electrically connected to the voltage conversion unit.

[0061] For example, in this solution, the power control module is used for on / off control between the battery and the second fuse unit.

[0062] For example, the first fuse unit can ensure the power supply safety of the DCU, but in most severe collisions, the main power line of the third fuse unit will be short-circuited. Since this main power line is generally made of large-section copper wire, the current during the short circuit is more than 1000A, which will cause the voltage of the whole vehicle to be pulled very low.

[0063] Since the battery is connected to both the front battery box and the DCU, the voltage at the DCU terminal will be pulled down to below 9V during a short circuit, causing the DCU to still be unable to work.

[0064] In this solution, a power control module is added between the second fuse unit and the battery. After a collision, if the power control module detects an abnormality in the vehicle current or voltage, it will immediately cut off the circuit between the battery and the second fuse unit and the front compartment battery box, thereby restoring the voltage at the battery and the first fuse unit terminals so that the DCU can be unlocked.

[0065] For example, in this solution, the power control module may include overvoltage protection circuit, overcurrent protection circuit, short circuit protection circuit, etc.

[0066] When an abnormality is detected in the power output (such as excessive voltage, excessive current, short circuit, etc.), the protection circuit will be activated immediately to disconnect the battery from the faulty circuit.

[0067] For example, in this solution, the power control module can use a power-off switch. The power-off switch can include a switching mechanism and a triggering mechanism. The switching mechanism is used to realize the switching on and off of the circuit, and the triggering mechanism is used to trigger the switching on and off action of the switching mechanism (based on a detection signal, such as an abnormal current signal, an abnormal voltage signal, etc.).

[0068] Based on any of the aforementioned solutions, in one possible implementation, the door unlocking system further includes an airbag controller, which is connected to the door controller via a first communication line and a second communication line.

[0069] The airbag controller is used to send a collision signal to the door controller via a first communication line and / or a second communication line.

[0070] For example, in this solution, the airbag control unit (ACU) receives signals from vehicle sensors and uses a built-in algorithm to determine whether a collision has occurred and the severity of the collision. When the collision mode meets the preset dangerous conditions (such as frontal collision or side collision reaching a certain intensity), the airbag controller will determine that the safety airbag needs to be activated to protect the occupants of the vehicle. When a collision occurs, the airbag controller can generate and output a collision signal to a designated device (such as the door controller DCU).

[0071] The airbag controller can generate a collision signal based on the acceleration sensor. When a collision occurs, the vehicle will decelerate rapidly from its normal driving speed in a very short time. The acceleration sensor will detect this huge change in acceleration and convert it into an electrical signal, which will be sent to the airbag controller. The airbag controller can then generate a collision signal based on this electrical signal.

[0072] The airbag controller can also generate a collision signal based on pressure sensor signals. For example, pressure sensors installed inside the door or in the vehicle chassis can detect changes in external pressure applied to the vehicle during a collision. When a collision occurs, the door is squeezed, and the pressure sensor inside the door will sense the sharp increase in pressure and transmit the signal to the airbag controller, which can then generate a collision signal based on this signal.

[0073] The airbag controller can also generate a collision signal based on the vehicle body deformation sensor. The vehicle body deformation sensor is used to detect the degree of deformation of the vehicle body structure during a collision. When the vehicle body deforms to a certain extent during a collision, the vehicle body deformation sensor will generate a signal and send it to the airbag controller, which can then generate a collision signal based on this signal.

[0074] For example, in this solution, the airbag controller is connected to the door controller DCU via a first communication line and a second communication line. The collision signal is redundantly transmitted through the two communication lines. When the door controller DCU receives a collision signal transmitted via either communication line, it unlocks the door in real time.

[0075] For example, in this solution, the communication line can be a CAN bus. CAN bus is a high-speed and reliable vehicle network communication protocol that allows the DCU to receive instructions from the central control system, airbag controller, etc., and can also feed back the status information of the doors (such as whether the doors are locked, whether the windows are closed, etc.) to other systems.

[0076] The communication line can also be a LIN bus. In some vehicles, for relatively simple door controllers or cost-sensitive applications, the LIN (Local Interconnect Network) bus may be used for communication.

[0077] Based on the aforementioned scheme where the airbag controller sends a collision signal to the door controller via a first communication line and / or a second communication line, in one possible implementation, the first communication line is a CAN line and the second communication line is a hard wire.

[0078] Based on any of the aforementioned solutions, in one possible implementation, the door controller is also configured to record collision signals.

[0079] For example, in this solution, the purpose of configuring the door controller to record the collision signal is to avoid a situation where, after the door controller receives the collision signal, it cannot unlock the door immediately due to low voltage under certain special circumstances.

[0080] Specifically, the door controller records the collision signal. By recording the latest collision signal, if the door controller fails to perform the unlocking operation immediately after the first collision, the door controller can determine that there is an incomplete unlocking task after the system power stabilizes or the abnormal state is restored. Then, after the DCU voltage is restored, the door controller will continue to perform the unlocking action to ensure that the unlocking can be successfully completed in the end.

[0081] Based on the aforementioned scheme of configuring the door controller to record collision signals, in one possible implementation, the door controller is configured to unlock the door when power is restored to the door controller and there is an unprocessed collision signal.

[0082] For example, in this solution, when a collision occurs while the vehicle is driving on the road, the collision detection sensors distributed throughout the vehicle start to work;

[0083] For example, the accelerometer at the front of the vehicle detects the sudden, rapid deceleration during a frontal collision, generating a corresponding acceleration change signal. This signal is transmitted to the door controller via the vehicle's CAN bus. Upon receiving this signal, the door controller's signal receiving interface immediately triggers the signal recording unit to begin recording relevant information. The signal recording unit marks the current time as the collision time.

[0084] At the same time, if the pressure sensors on the side or rear of the vehicle also detect changes in collision pressure and transmit signals to the door controller, the corresponding information will also be recorded by the recording unit.

[0085] After a collision, the vehicle's electrical system may be impacted, causing power supply instability. The door controller's supply voltage gradually decreases. When the voltage drops to a preset low voltage threshold (e.g., 9V), the door controller cannot guarantee reliable unlocking. At this point, the door controller enters a low-power standby state to ensure that the recorded collision signal information is not lost.

[0086] As the vehicle's electrical system self-repairs (e.g., the battery management system readjusts the power supply lines, or the generator resumes stable power generation), the power supply voltage to the door controllers begins to rise.

[0087] When the voltage returns to the normal operating range (e.g., 9–16V), the door controller wakes up and first reads the collision signal information stored in the signal recording unit. Based on the intensity value of the collision signal and the source sensor identifier, the control unit calculates and makes decisions according to a pre-set unlocking strategy;

[0088] For example, if the collision signal indicates a moderate frontal collision, the control unit determines to unlock the driver's side door first, and then unlock the passenger side door after a certain delay (such as 2 seconds) to ensure the safe evacuation of the occupants or the smooth progress of rescue operations.

[0089] Figure 3 This is a schematic diagram of the door unlocking system structure in the embodiment, for reference. Figure 3 Based on any of the aforementioned solutions, in one possible implementation, the vehicle door unlocking system includes:

[0090] Battery 100, first fuse unit 300, first door controller 200-1, second door controller 200-2, third door controller 200-3, fourth door controller 200-4, second fuse unit 400, third fuse unit 500, voltage conversion unit 600, power controller (PNG) 700;

[0091] The battery 100 is connected to the first door controller 200-1, the second door controller 200-2, the third door controller 200-3, and the fourth door controller 200-4 through the first fuse unit 300;

[0092] The battery 100 is connected to the second fuse unit 400 via the power controller (PNG) 700. The second fuse unit 400 is connected to the voltage conversion unit 600 and the third fuse unit 500 respectively.

[0093] It also includes an airbag controller (ACU), which is connected to the first door controller 200-1, the second door controller 200-2, the third door controller 200-3, and the fourth door controller 200-4 via CAN bus and hard wire respectively.

[0094] In this solution, the battery 100 is placed in a safe area in the driver's cab that will not be affected by such a collision, and a first fuse unit 300 (placed next to the battery) is added to supply power to the four DCUs, so as to ensure that even if the entire front engine compartment is damaged, the power supply to the DCUs will not be damaged and the four doors can be unlocked normally.

[0095] A power control module (PNG) is added between the second fuse unit 400 and the battery 100. When an abnormal current or voltage is detected after a collision, the PNG will immediately disconnect the second fuse unit 400, thereby restoring the voltage at the battery 100 and the first fuse unit 300, so that the DCU can be unlocked quickly.

[0096] In addition to the power supply fuse for the DCU, the first fuse unit 300 can also be equipped with fuses for powering hazard lights, side marker lights, etc., to ensure better warning effect after a collision.

[0097] To ensure the door controller receives the collision signal after a collision, the ACU transmits the collision signal simultaneously via the CAN network and a hardwired signal, achieving mutual redundancy. The collision signal is then sent directly to the door controller, which will initiate an unlocking action upon receiving either collision signal.

[0098] After the door controller receives a collision signal, in order to prevent the door controller from being unable to unlock due to low voltage in certain special circumstances, the strategy is to have the door controller record the collision signal and continue to perform the unlocking action after the DCU voltage recovers, so as to ensure that the door can be successfully unlocked in the end.

[0099] This solution explains how to unlock the doors in severe collision situations, focusing on power supply reliability and unlocking strategies. In particular, it addresses the power supply reliability of the door controllers by adding a PNG (Power Supply Requirement) to ensure rapid voltage recovery and unlocking. Even in severe collisions where the entire front engine compartment is damaged, all four doors can still be successfully unlocked to facilitate passenger escape or rescue.

[0100] This invention also proposes a vehicle including any of the aforementioned door unlocking systems. The implementation method and beneficial effects of the door unlocking system are the same as the corresponding content described in the aforementioned solutions, and the specific details will not be repeated.

[0101] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A vehicle door unlocking system, characterized in that, include: Storage battery, door controller; The battery is installed in the driver's cabin and is electrically connected to the door controller to supply power to the door controller. The door controller is used to unlock the doors when a vehicle collision occurs.

2. The vehicle door unlocking system as described in claim 1, characterized in that, It also includes a first fuse unit, which is located in the cockpit; The battery is electrically connected to the first fuse unit, and the first fuse unit is electrically connected to the door controller; The first fuse unit is used for electrical protection of the door controller.

3. The vehicle door unlocking system as described in claim 1 or 2, characterized in that, The battery is also electrically connected to a second fuse unit, which is also electrically connected to a voltage conversion unit and a third fuse unit. The second fuse unit is used for electrical protection against the vehicle's primary electrical load; The third fuse unit is used for electrical protection against the vehicle's second electrical load; The second fuse unit is located inside the cockpit, and the third fuse unit is located outside the cockpit.

4. The vehicle door unlocking system as described in claim 3, characterized in that, Also includes: A power control module, wherein the battery is electrically connected to the power control module, the power control module is electrically connected to the second fuse unit, and the second fuse unit is electrically connected to the voltage conversion unit; The power control module is used for on / off control between the battery and the second fuse unit.

5. The vehicle door unlocking system as described in any one of claims 1 to 4, characterized in that, It also includes an airbag controller, which is connected to the door controller via a first communication line and a second communication line, respectively; The airbag controller is used to send a collision signal to the door controller via the first communication line and / or the second communication line.

6. The vehicle door unlocking system as described in claim 5, characterized in that, The first communication line is a CAN line, and the second communication line is a hard wire.

7. The vehicle door unlocking system as described in claim 4, characterized in that, The power control module is configured to detect the output current or output voltage of the battery, and disconnect the battery from the second fuse unit when the output current or output voltage is abnormal.

8. The vehicle door unlocking system as described in any one of claims 1-7, characterized in that, The door controller is also configured to record collision signals.

9. The vehicle door unlocking system as described in claim 8, characterized in that, The door controller is configured to unlock the door when power is restored to the door controller and there is an unprocessed collision signal.

10. A vehicle, characterized in that, Includes the door unlocking system as described in any one of claims 1 to 9.

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