Redundant safety control method, system and device for new energy vehicle after collision with zero voltage full unlocking

Abstract

This invention relates to the technical field of safety control for new energy vehicles, and discloses a redundant safety control method, system, and equipment for zero-voltage full unlocking after a collision in new energy vehicles. The redundant safety control method specifically includes the following steps: S11: Collecting data from the main collision sensor, redundant collision sensor data, airbag deployment signals, and vehicle attitude change rate; S12: Determining a confirmed collision state when any of the following conditions are met: when the main airbag controller issues a hard-wire deployment signal; when the main collision sensor and redundant collision sensor simultaneously detect acceleration greater than a preset threshold. This invention employs a two-stage protection system of relay active disconnection and pyrotechnic physical fuse. If a conventional relay fails or the bus voltage fails to drop below 60V within a specified time, the pyrotechnic circuit breaker is immediately detonated to forcibly disconnect the vehicle body from the high-voltage source, solving the problem caused by low-voltage system failure under extreme collisions.

Description

Technical Field

[0001] This invention relates to the technical field of safety control for new energy vehicles, and more specifically, to a redundant safety control method, system, and device for zero-voltage full unlocking after a collision in new energy vehicles. Background Technology

[0002] With the continuous growth in the number of new energy vehicles, occupant safety and rescue convenience after a vehicle collision have become the core focus of the industry. Currently, mainstream new energy vehicle collision safety control solutions typically rely on the airbag controller (ACU) as the sole decision-making unit. When a collision occurs, the ACU detects acceleration sensor signals from the front or rear of the vehicle. After determining that the collision intensity has reached the airbag deployment threshold, it triggers the airbag deployment and sends a collision signal to the body domain controller via the Controller Area Network (CAN) bus or hardwired connection. Upon receiving the signal, the body domain controller controls the door lock motor to perform the door unlocking operation and simultaneously sends a high-voltage cutoff command to the Battery Management System (BMS). The BMS then disconnects the main positive and main negative relays, achieving high-voltage power-off. In addition, high-end models will automatically trigger the emergency call system after a collision and send an unlocking command to the central locking system to make the door handle pop out, facilitating external rescue personnel to open the door for rescue. The above technical solutions have been widely used in various mass-produced new energy vehicles and have become the industry benchmark configuration.

[0003] With the accumulation of actual collision accident data and in-depth accident analysis, the industry has gradually recognized that existing solutions have significant reliability bottlenecks when facing extreme collision conditions, and there is an urgent need to introduce redundancy design concepts to improve post-collision safety. The shortcomings of existing technologies include: 1. In extreme conditions such as severe offset collision, pole impact, or rollover, the low-voltage battery located at the front of the vehicle may be damaged due to compression. The low-voltage wiring harness connecting the ACU, body domain controller, and door lock actuator may also be torn or short-circuited during structural deformation, causing the collision signal sent by the ACU to be unable to be effectively transmitted to the actuator. This ultimately results in the door being unable to unlock, the occupants being trapped inside the vehicle, and external rescuers being unable to open the door from the outside, seriously delaying the golden rescue time. 2. Existing solutions typically rely on a single or multiple homogeneous acceleration sensors for collision detection. Their output signals are easily affected by non-collision impacts such as bumpy roads, flying stones, or maintenance knocks, which can cause false airbag deployment and unnecessary door unlocking. Conversely, when a vehicle is involved in a low-speed rear-end collision, side scrape, or chassis impact that does not reach the airbag deployment threshold, even if the vehicle is on fire and smoking or the high-voltage wiring harness is damaged, the system will not trigger door unlocking, preventing occupants from escaping on their own. 3. Deformation of the vehicle body after a collision may cause damage to the insulation layer of the high-voltage wiring harness and disconnection of the high-voltage interlock circuit. However, if the BMS does not receive a clear power-off command, the main relay will remain closed, and the high-voltage bus will continue to be energized. At this time, if the occupants or rescue personnel touch the metal parts of the vehicle body, they will face a serious risk of electric shock. At the same time, electrolyte leakage and high-voltage arc may ignite the surrounding combustibles, causing a fire or explosion accident. Summary of the Invention

[0004] The purpose of this invention is to provide a redundant safety control method, system, and equipment for zero-voltage full unlocking after a collision of new energy vehicles. It adopts two-level protection of relay active disconnection and pyrotechnic physical fuse. If the conventional relay fails or the bus voltage does not drop below 60V within a specified time, the pyrotechnic circuit breaker is immediately detonated to forcibly disconnect the vehicle body from the high-voltage source, thus solving the problem caused by the failure of the low-voltage system under extreme collisions.

[0005] This invention is implemented as follows: a redundant safety control method for zero-voltage full unlocking after a collision in new energy vehicles, specifically including the following steps: S11: Collects main collision sensor data, redundant collision sensor data, airbag deployment signal, and vehicle attitude change rate; S12: A collision is confirmed when any of the following conditions are met: When the main airbag controller sends a hardwire deployment signal; When the primary collision sensor and the redundant collision sensor simultaneously detect an acceleration greater than a preset threshold; When a vehicle is stationary and is rear-ended, the wheel speed sensor detects the impact and the inertial switch is triggered. S13: After determining that a collision has been confirmed, the explosive locking mechanism is detonated to unlock the door. S14: Upon determining the moment of collision, the battery management system immediately disconnects the main positive relay and the main negative relay, and at the same time the motor controller enters the active discharge mode to reduce the bus voltage to below 60V within a preset time. S15: If the high-voltage bus voltage is not detected to drop below 60V, or if the main relay is detected to be stuck, the pyrotechnic high-voltage circuit breaker will be triggered immediately to physically melt and break the high-voltage circuit through explosive detonation.

[0006] Furthermore, in S12, the main collision sensor is located at the front or rear of the vehicle, while the redundant collision sensor is located on the door anti-collision beam and the inside of the B-pillar, with the two being physically isolated. The main collision sensor and the redundant collision sensor are installed in different locations on the vehicle, and their respective signal transmission lines are independent of each other.

[0007] Furthermore, when the acceleration signals detected simultaneously by the primary collision sensor and the redundant collision sensor both exceed the preset threshold of 40g, the system determines it to be a real collision state, where g is the gravitational acceleration.

[0008] Furthermore, when the vehicle is stationary and is rear-ended, the wheel speed sensor determines this and the inertial switch is triggered, including: When a vehicle is rear-ended while stationary, the wheel speed sensor detects that the vehicle has changed from stationary to moving forward, and the inertial switch is triggered, thus confirming a collision. When the wheel speed sensor detects forward movement and the inertial switch triggers, both conditions are met simultaneously, the system determines that a collision has been confirmed, and in a low-speed rear-end collision scenario, it independently triggers door unlocking and high-voltage cutoff.

[0009] Furthermore, in S13, after determining that a collision has been confirmed, the explosive locking mechanism is detonated, including: The signal transmission of the detonation-type locking mechanism does not pass through the controller local area network bus, but is transmitted through a hard wire connected to the power supply line led out from the backup power supply. The backup power supply is independent of the main power supply and automatically switches on when the main power supply voltage drops suddenly or fails, ensuring that the signal is reliably transmitted to the explosive locking mechanism.

[0010] Furthermore, in S14, the battery management system immediately disconnects the main positive relay and the main negative relay, while the motor controller enters active discharge mode, including: The active discharge mode is executed by the motor controller to reduce the bus voltage to a safe threshold below 60V. Once a collision is detected, the battery management system disconnects the main relay, and the motor controller immediately starts the active discharge circuit to reduce the high-voltage bus voltage to below 60V within 5 seconds.

[0011] Furthermore, in S15, the criterion for detecting main relay sticking is as follows: After the battery management system sends a disconnect command, the high-voltage bus voltage remains and does not decrease. When the battery management system has issued a disconnect command to the main relay, but the voltage detection circuit detects that the high-voltage bus voltage still exists and does not show the expected downward trend, it indicates that the main relay contacts have a mechanical sticking fault. The system determines that the main relay has failed and triggers the pyrotechnic high-voltage circuit breaker to physically melt it.

[0012] Furthermore, the explosive locking mechanism includes: The latch body has one end as the locking end, which cooperates with the latch of the door lock assembly to lock the door. The ignition drive module is located at the non-locking end of the latch body and integrates a gunpowder drive component inside. The backup power input interface is electrically connected to the ignition drive module via a wire. It is used to receive the ignition trigger signal from the controller and provide drive power. The door lock assembly engages with the locking end of the latch body to lock and unlock the door. After receiving the ignition trigger signal, the ignition drive module drives the propellant assembly to generate thrust, cut off or release the locking end of the latch body, release its locking relationship with the door lock assembly, and unlock the door.

[0013] Compared with existing technologies, the redundant safety control method, system, and equipment for zero-voltage full unlocking after a collision for new energy vehicles provided by this invention have the following beneficial effects: 1. By physically isolating the main and redundant collision sensors and the decision module independent of the main control unit, dual backup of signal acquisition and logic judgment is achieved. At the same time, the backup power supply located in the rear non-deformable zone automatically switches in when the main power fails, ensuring that the explosive locking mechanism always has ignition energy. In terms of high voltage safety, two levels of protection are adopted: relay active cut-off and pyrotechnic physical fuse. If the conventional relay fails or the bus voltage does not drop below 60V within a specified time, the pyrotechnic circuit breaker is immediately detonated to forcibly disconnect the vehicle body from the high voltage source, solving the problem caused by the failure of the low voltage system under extreme collisions. This enables the vehicle to reliably achieve zero voltage and full unlocking in scenarios such as severe offset collisions, pole collisions, or even being rear-ended while stationary. 2. By combining multiple conditions such as the main and redundant acceleration sensors exceeding 40g, hard-wired detonation signal, sudden wheel speed changes during stationary rear-end collisions, and inertial switches, the system can respond quickly in severe collisions and proactively cut off power and unlock in low-speed rear-end collisions or other accidents that do not reach the airbag ignition threshold but still pose a risk, thus avoiding missed actions. At the same time, the tiered high-voltage strategy only uses the pyrotechnic circuit breaker when the relay truly fails, avoiding the need to replace expensive fuses after each collision and reducing maintenance costs. The detonation signal of the explosive door lock bypasses the bus and is directly driven by hard-wired or backup power, eliminating the risk of communication interruption. The entire system forms a closed-loop redundancy from perception, decision-making, power supply to execution, improving the probability of occupant escape and rescue efficiency after a collision, and protecting on-site personnel from the threat of high-voltage electric shock.

[0014] A redundant safety control system for zero-voltage full unlocking after a collision in new energy vehicles, used to execute the aforementioned redundant safety control method, the system comprising: The collision detection unit includes a main collision sensor and redundant collision sensors, which are physically isolated from each other. The controller unit includes a vehicle domain controller or airbag controller as the main control unit, and a collision monitoring module or dedicated safety controller within the battery management system as a redundant control unit. The actuator includes a door lock actuator and a high-voltage cut-off device. The door lock actuator is an explosive locking mechanism, and the high-voltage cut-off device includes a main relay and a pyrotechnic high-voltage circuit breaker connected in series. The power system includes a 12V or 24V low-voltage battery as the main power source, and a supercapacitor or small-capacity lithium-ion battery located in the non-deformable area at the rear of the vehicle as a backup power source, which is isolated from the main power source and automatically switches to the backup power source when a sudden drop in the main power source voltage is detected.

[0015] Redundant safety control devices for zero-voltage full unlocking after a collision in new energy vehicles include: Memory, used to store computer programs; The processor is used to execute the computer program to implement the redundant safety control method steps of zero-voltage full unlocking after a collision of new energy vehicles. Attached Figure Description

[0016] Figure 1 This is a schematic block diagram of the redundant safety control method for zero-voltage full unlocking after a collision of new energy vehicles proposed in this invention. Figure 2 This is a schematic diagram of the explosive locking mechanism in the redundant safety control method for zero-voltage full unlocking after a collision of new energy vehicles proposed in this invention. Figure 3 This is a schematic diagram of the redundant safety control system for zero-voltage full unlocking after a collision of new energy vehicles proposed in this invention. Figure 4 This is a schematic diagram of the redundant safety control device for zero-voltage full unlocking after a collision of a new energy vehicle, as proposed in this invention.

[0017] In the diagram: 1-Lock body, 2-Ignition drive module, 3-Backup power input interface, 4-Door lock assembly. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0019] The implementation of the present invention will be described in detail below with reference to specific embodiments.

[0020] In the accompanying drawings of this embodiment, the same or similar reference numerals correspond to the same or similar components. In the description of this invention, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0021] Reference Figure 1-2 As shown, the redundant safety control method for zero-voltage full unlocking after a collision in new energy vehicles specifically includes the following steps: S11: Collects data from the main collision sensor, redundant collision sensor, airbag deployment signal, and vehicle attitude change rate. Through parallel acquisition by multiple heterogeneous sensors, it provides raw data support for subsequent redundancy judgment and avoids decision loss due to the failure of a single signal source. S12: A collision is confirmed when any of the following conditions are met: When the main airbag controller sends a hardwire deployment signal; When the primary collision sensor and the redundant collision sensor simultaneously detect an acceleration greater than a preset threshold; When a vehicle is stationary and is rear-ended, the system detects the impact through wheel speed sensors and triggers an inertial switch. If any of the above conditions are met, the system enters the collision confirmation mode. This ensures a rapid response to severe collisions while also covering non-explosive conditions such as low-speed rear-end collisions. At the same time, redundant sensors perform over-threshold verification to prevent false triggering due to road bumps. S13: After determining that a collision has been confirmed, the explosive locking mechanism is detonated to unlock the door. The mechanical lock is disengaged directly by chemical energy, without relying on the low-voltage motor and bus communication, ensuring that the door can still be forcibly opened even if the main power supply or CAN network is damaged. S14: Upon the moment of collision detection, the battery management system immediately disconnects the main positive relay and the main negative relay. At the same time, the motor controller enters the active discharge mode and reduces the bus voltage to below 60V within a preset time. The first-level high-voltage disconnection measure quickly discharges the residual electrical energy of the bus through relay isolation and active discharge, and actively reduces the high-voltage system to the range of human safety voltage. S15: If the high-voltage bus voltage is not detected to drop below 60V, or if the main relay is detected to be stuck, the pyrotechnic high-voltage circuit breaker is immediately triggered. The high-voltage circuit is physically broken by explosive detonation. The secondary redundant high-voltage disconnection is triggered only when the primary de-energized relay is stuck or the voltage does not drop on time, balancing safety and maintenance economy. Through physically isolated main and redundant collision sensors and a decision module independent of the main control unit, dual backup of signal acquisition and logic judgment is achieved. At the same time, the backup power supply located in the rear non-deformable zone automatically switches in when the main power supply fails, ensuring that the explosive locking mechanism always has ignition energy. In terms of high-voltage safety, two-level protection is adopted: relay active disconnection and pyrotechnic physical detonation. If the conventional relay fails or the bus voltage does not drop below 60V within the specified time, the pyrotechnic circuit breaker is immediately detonated to forcibly disconnect the vehicle body from the high-voltage source, solving the problem caused by low-voltage system failure under extreme collisions.

[0022] In S12 of this embodiment, the main collision sensor is located at the front or rear of the vehicle, and the redundant collision sensor is located on the door anti-collision beam and the inside of the B-pillar, and the two are physically isolated. The main collision sensor and the redundant collision sensor are installed in different locations of the vehicle, and their respective signal transmission lines are independent of each other. The dual spatial and electrical isolation design prevents a single collision mode from damaging all sensors at the same time, and ensures the effectiveness of the redundant sensing channel.

[0023] In this embodiment, when the acceleration signals detected by the main collision sensor and the redundant collision sensor at the same time both exceed the preset threshold of 40g, the system determines it to be a real collision state, where g is the acceleration due to gravity, the standard value is about 9.8m / s², 40g = 40 × 9.8m / s² = 392m / s². The threshold filters out non-collision vibrations, and the simultaneous exceedance of the threshold by both sensors forms a hardware verification, reducing the false trigger rate. Specifically, 392 m / s² is a conservative trigger threshold in new energy vehicle crash tests. This can be compared with real-world data from several dimensions: Online searches for simulation analysis results of frontal collisions of electric vehicles show that the maximum accelerations of the left and right B-pillars reach 67.325g and 62.213g respectively, both of which meet the standard requirement that the maximum acceleration on both sides should not exceed 72g. In other words, the actual peak acceleration of the B-pillar area of ​​a new energy vehicle in a frontal collision can exceed 40g. In the field of industrial measurement, the classification of acceleration range is as follows: below 5g is low range, 5-20g is medium-low range, 20-100g is medium-high range, and above 100g is ultra-high range, which is used for extreme impact or detonation processes. 40g is just entering the medium-high range. The side impact sensor itself is designed to detect 20g to 200g. In real collisions, the peak acceleration varies greatly depending on the sensor's installation location. The actual acceleration on the inside of the B-pillar and the door anti-collision beam is slightly lower than that of the direct crumple zone, such as the front longitudinal beam. If the threshold is set too high, the actual signal collected by the sensor may not even meet the triggering conditions. Using 40g as the triggering threshold can effectively filter out non-collision vibrations such as bumpy roads and flying stones, while ensuring that sensors in most installation locations can be reliably triggered when a real collision occurs.

[0024] In this embodiment, when the vehicle is stationary and is rear-ended, the following steps are taken: The wheel speed sensor detects the impact and the inertial switch is triggered. When a vehicle is rear-ended while stationary, the wheel speed sensor detects that the vehicle has changed from stationary to moving forward, and the inertial switch is triggered, thus confirming a collision. When the wheel speed sensor detects forward movement and the inertial switch triggers, the system determines that a collision has been confirmed. In low-speed rear-end collision scenarios, the system independently triggers door unlocking and high-voltage cutoff. For rear-end collisions that do not reach the airbag deployment threshold, the system uses a combination of wheel speed change and inertial switch logic to achieve independent triggering.

[0025] In S13 of this embodiment, after determining that a collision state has been confirmed, the explosive locking mechanism is detonated, including: The signal transmission of the detonation-type locking mechanism does not pass through the controller local area network bus, but is transmitted through a hard wire connected to the power supply line led out from the backup power supply. The backup power supply is independent of the main power supply and automatically switches on when the main power supply voltage drops or fails, ensuring that the signal is reliably transmitted to the explosive latch mechanism. The signal bypasses the bus and runs directly through the hard wire. In conjunction with the backup power supply in the non-deformable rear area, the impact of low-voltage wiring harness breakage or battery damage on the door lock operation is completely eliminated.

[0026] In S14 of this embodiment, the battery management system immediately disconnects the main positive relay and the main negative relay, and at the same time, the motor controller enters the active discharge mode, including: The active discharge mode is executed by the motor controller, which reduces the bus voltage to a safe threshold of below 60V within 5 seconds, ensuring that the residual high voltage energy is quickly discharged after the relay is cut off, preventing rescuers from being electrocuted. Once a collision is detected, the battery management system disconnects the main relay, and the motor controller immediately starts the active discharge circuit to reduce the high-voltage bus voltage to below 60V within 5 seconds.

[0027] In S15 of this embodiment, the criterion for detecting main relay sticking is: After the battery management system sends a disconnect command, the high-voltage bus voltage remains and does not decrease. When the battery management system has issued a disconnect command to the main relay, but the voltage detection circuit detects that the high-voltage bus voltage still exists and does not show the expected downward trend, it indicates that the main relay contacts have a mechanical sticking fault. The system determines that the main relay has failed and triggers the pyrotechnic high-voltage circuit breaker to physically melt it. By identifying the relay sticking fault through voltage feedback, the system provides accurate triggering conditions for the pyrotechnic circuit breaker, avoiding false or missed detonation.

[0028] In this embodiment, the explosive locking mechanism includes: The latch body 1 has one end as the locking end, which cooperates with the latch of the door lock body assembly 4 to lock the door. Ignition drive module 2 is located at the non-locking end of the latch body 1 and has a gunpowder drive component integrated inside. Backup power input interface 3 is electrically connected to ignition drive module 2 via a wire, and is used to receive ignition trigger signal from controller and provide drive power; The door lock assembly 4 engages with the locking end of the latch body 1 to lock and unlock the door. After receiving the ignition trigger signal, the ignition drive module 2 drives the gunpowder assembly to generate thrust, cut off or release the locking end of the latch body 1, release its locking relationship with the door lock assembly, and unlock the door.

[0029] This technical solution combines multiple conditions, including primary and redundant acceleration sensors exceeding 40g, a hard-wired detonation signal, sudden wheel speed changes during a stationary rear-end collision, and an inertial switch. This allows for rapid response in severe collisions and proactive power-off and unlocking in low-speed rear-end collisions or other accidents that do not reach the airbag ignition threshold but still pose a risk, preventing missed actions. Simultaneously, the tiered high-voltage strategy only activates the pyrotechnic circuit breaker when the relay truly fails, avoiding the need to replace expensive fuses after every collision and reducing maintenance costs. The detonation signal of the explosive door lock bypasses the bus and is directly driven by a hard-wired or backup power supply, eliminating the risk of communication interruption. The entire system, from perception, decision-making, power supply to execution, forms a closed-loop redundancy, improving the probability of occupant escape and rescue efficiency after a collision, and protecting on-site personnel from the threat of high-voltage electric shock.

[0030] refer to Figure 3 A redundant safety control system for zero-voltage full unlocking after a collision in new energy vehicles, used to execute the aforementioned redundant safety control methods, includes: The collision detection unit includes a main collision sensor and redundant collision sensors, which are physically isolated from each other. The controller unit includes a vehicle domain controller or airbag controller as the main control unit, and a collision monitoring module or dedicated safety controller within the battery management system as a redundant control unit. The actuator includes a door lock actuator and a high-voltage cut-off device. The door lock actuator is an explosive locking mechanism, and the high-voltage cut-off device includes a main relay connected in series and a pyrotechnic high-voltage circuit breaker. The power system includes a 12V or 24V low-voltage battery as the main power source, and a supercapacitor or small-capacity lithium-ion battery located in the non-deformable area at the rear of the vehicle as a backup power source. It is isolated from the main power source and automatically switches to the backup power source when a sudden drop in the main power source voltage is detected. Through physically isolated main and redundant collision sensors and a decision module independent of the main control unit, dual backup of signal acquisition and logical judgment is achieved.

[0031] refer to Figure 4 Redundant safety control devices for zero-voltage full unlocking after a collision in new energy vehicles include: Memory, used to store computer programs; The processor is used to execute computer programs to implement the redundant safety control method steps for zero-voltage full unlocking after a collision of new energy vehicles.

[0032] This technical solution features a backup power supply located in the rear non-deformable zone. It automatically switches on when the main power fails, ensuring that the explosive locking mechanism always receives ignition energy. For high-voltage safety, it employs two levels of protection: relay active disconnection and pyrotechnic physical fuse. If a conventional relay fails or the bus voltage fails to drop below 60V within a specified time, the pyrotechnic circuit breaker is immediately detonated to forcibly disconnect the vehicle body from the high-voltage source. This solves the problem of low-voltage system failure under extreme collisions, enabling the vehicle to reliably achieve zero voltage and full unlocking in scenarios such as severe offset collisions, pole impacts, or even being rear-ended while stationary.

[0033] In this embodiment, the entire operation process can be automated by computer control. In each operation stage, sensors can be set up to provide signal feedback and ensure that the steps are performed sequentially. These are all conventional knowledge of current automation control, and will not be elaborated on in this embodiment.

[0034] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A redundancy safety control method for new energy vehicle after collision with zero voltage full unlocking, characterized in that, Specifically, the following steps are included: S11: Collects main collision sensor data, redundant collision sensor data, airbag deployment signal, and vehicle attitude change rate; S12: A collision is confirmed when any of the following conditions are met: When the main airbag controller sends a hardwire deployment signal; When the primary collision sensor and the redundant collision sensor simultaneously detect an acceleration greater than a preset threshold; When a vehicle is stationary and is rear-ended, the wheel speed sensor detects the impact and the inertial switch is triggered. S13: After determining that a collision has been confirmed, the explosive locking mechanism is detonated to unlock the door. S14: Upon determining the moment of collision, the battery management system immediately disconnects the main positive relay and the main negative relay, and at the same time the motor controller enters the active discharge mode to reduce the bus voltage to below 60V within a preset time. S15: If the high-voltage bus voltage is not detected to drop below 60V, or if the main relay is detected to be stuck, the pyrotechnic high-voltage circuit breaker will be triggered immediately to physically melt and break the high-voltage circuit through explosive detonation.

2. The redundancy safety control method of new energy vehicle after collision zero voltage full unlocking according to claim 1, wherein, In S12, the main collision sensor is located at the front or rear of the vehicle, while the redundant collision sensor is located on the door anti-collision beam and the inside of the B-pillar, and the two are physically isolated. The main collision sensor and the redundant collision sensor are installed in different locations on the vehicle, and their respective signal transmission lines are independent of each other.

3. The redundant safety control method for zero-voltage full unlocking after a collision of a new energy vehicle as described in claim 2, characterized in that, When the acceleration signals detected by the primary collision sensor and the redundant collision sensor both exceed the preset threshold of 40g, the system determines it to be a real collision state, where g is the gravitational acceleration.

4. The new energy vehicle collision post-zero voltage full unlocking redundancy safety control method of claim 3, wherein, When a vehicle is stationary and is rear-ended, the system detects this via wheel speed sensors and triggers an inertial switch, including: When a vehicle is rear-ended while stationary, the wheel speed sensor detects that the vehicle has changed from stationary to moving forward, and the inertial switch is triggered, thus confirming a collision. When the wheel speed sensor detects forward movement and the inertial switch triggers, both conditions are met simultaneously, the system determines that a collision has been confirmed, and in a low-speed rear-end collision scenario, it independently triggers door unlocking and high-voltage cutoff.

5. The new energy vehicle collision post-zero voltage full unlocking redundancy safety control method of claim 4, wherein, In S13, after determining that a collision has been confirmed, the explosive locking mechanism is detonated, including: The signal transmission of the detonation-type locking mechanism does not pass through the controller local area network bus, but is transmitted through a hard wire connected to the power supply line led out from the backup power supply. The backup power supply is independent of the main power supply and automatically switches on when the main power supply voltage drops suddenly or fails, ensuring that the signal is reliably transmitted to the explosive locking mechanism.

6. The new energy vehicle collision post-zero voltage full unlocking redundancy safety control method of claim 5, wherein, In S14, the battery management system immediately disconnects the main positive relay and the main negative relay, while the motor controller enters active discharge mode, including: The active discharge mode is executed by the motor controller to reduce the bus voltage to a safe threshold below 60V. Once a collision is detected, the battery management system disconnects the main relay, and the motor controller immediately starts the active discharge circuit to reduce the high-voltage bus voltage to below 60V within 5 seconds.

7. The new energy vehicle collision post-zero voltage full unlocking redundancy safety control method of claim 6, wherein, In S15, the criterion for detecting main relay sticking is: After the battery management system sends a disconnect command, the high-voltage bus voltage remains and does not decrease. When the battery management system has issued a disconnect command to the main relay, but the voltage detection circuit detects that the high-voltage bus voltage still exists and does not show the expected downward trend, it indicates that the main relay contacts have a mechanical sticking fault. The system determines that the main relay has failed and triggers the pyrotechnic high-voltage circuit breaker to physically melt it.

8. The new energy vehicle post-collision zero-voltage full-unlocking redundant safety control method of claim 7, wherein, The explosive locking mechanism includes: The latch body has one end as the locking end, which cooperates with the latch of the door lock assembly to lock the door. The ignition drive module is located at the non-locking end of the latch body and integrates a gunpowder drive component inside. The backup power input interface is electrically connected to the ignition drive module via a wire. It is used to receive the ignition trigger signal from the controller and provide drive power. The door lock assembly engages with the locking end of the latch body to lock and unlock the door. After receiving the ignition trigger signal, the ignition drive module drives the propellant assembly to generate thrust, cut off or release the locking end of the latch body, release its locking relationship with the door lock assembly, and unlock the door.

9. A redundant safety control system for new energy vehicle after collision with zero voltage full unlocking, characterized in that, The system is used to perform the redundancy safety control method according to any one of claims 1-8, the system comprising: The collision detection unit includes a main collision sensor and redundant collision sensors, which are physically isolated from each other. The controller unit includes a vehicle domain controller or airbag controller as the main control unit, and a collision monitoring module or dedicated safety controller within the battery management system as a redundant control unit. The actuator includes a door lock actuator and a high-voltage cut-off device. The door lock actuator is an explosive locking mechanism, and the high-voltage cut-off device includes a main relay and a pyrotechnic high-voltage circuit breaker connected in series. The power system includes a 12V or 24V low-voltage battery as the main power source, and a supercapacitor or small-capacity lithium-ion battery located in the non-deformable area at the rear of the vehicle as a backup power source, which is isolated from the main power source and automatically switches to the backup power source when a sudden drop in the main power source voltage is detected.

10. A redundant safety control device for zero-voltage full unlocking after a collision in new energy vehicles, characterized in that: include: Memory, used to store computer programs; A processor is used to execute the computer program to implement the redundant safety control method steps of zero-voltage full unlocking after a collision of a new energy vehicle as described in any one of claims 1-8.

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