Overcurrent protection circuit of electric automobile
By designing pump motors and caliper control circuits that do not interfere with each other in electric vehicles, using thermal shrapnel to identify overcurrent and cut off the power supply, the problem of overcurrent in electric vehicles is difficult to deal with, and the reliability and safety of the system are improved.
Patent Information
- Application Number
- CN202422488751.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-15
- Publication Date
- 2025-08-15
- Estimated Expiration
- 2034-10-15
AI Technical Summary
In existing electric vehicles, overcurrent conditions are difficult to be accurately identified and quickly dealt with, resulting in high potential fire risks and affecting the reliability and safety of the ESC system.
The pump motor control circuit and caliper control circuit that do not interfere with each other are used, and the power supply power supply KL30P_A and KL30V_A are controlled by the thermal shrapnel R1 and R2 respectively. The temperature of the thermal shrapnel triggers the cutoff circuit to achieve overcurrent protection.
It realizes accurate identification and rapid response to circuit overcurrent conditions, improves the reliability and safety of the ESC system, and ensures the safety of the entire vehicle under various driving conditions.
Smart Images
Figure CN223230866U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile electronic control, in particular to an overcurrent protection circuit of an electric vehicle. Background Art
[0002] During vehicle operation, there is a potential risk of overcurrent fire. When the current in a vehicle's electrical system increases abnormally, exceeding its carrying capacity, serious consequences can occur. This overcurrent condition can be caused by a variety of reasons, including circuit failures, electrical equipment short circuits, and overloads. Once an overcurrent condition occurs, the strong current generates excessive heat in the circuit. If this heat cannot be dissipated promptly, the temperature will rise sharply. As the temperature continues to rise, surrounding insulation materials may gradually soften and burn, igniting nearby combustible materials. Vehicle interiors contain many flammable components, such as plastic interior trim, rubber seals, and seat materials, all of which create conditions for the spread of fire. Summary of the Invention
[0003] The purpose of the utility model is to provide an overcurrent protection circuit for electric vehicles, which can accurately identify circuit overcurrent conditions and quickly make a protective response, thereby effectively improving the reliability and safety of the ESC system.
[0004] To achieve the above-mentioned objectives, the present utility model provides an overcurrent protection circuit for an electric vehicle, comprising a pump motor control circuit and a caliper control circuit that do not interfere with each other. The pump motor control circuit comprises a power supply KL30P_A, and the output end of the power supply KL30P_A is connected to a thermal spring R1, and the thermal spring R1 is connected to an N-type MOS tube Q1, and the N-type MOS tube Q1 is connected to a pump motor, and one end of the pump motor is grounded.
[0005] Preferably, the caliper control circuit includes a power supply KL30V_A, the output end of the power supply KL30V_A is connected to a thermal spring R2, the thermal spring R2 is connected to a P-type MOS transistor Q2 and a P-type MOS transistor Q3, the P-type MOS transistor Q2 is connected to the caliper EPB_A, the caliper EPB_A is connected to an N-type MOS transistor Q7, and the N-type MOS transistor Q7 is grounded; the P-type MOS transistor Q3 is also connected to the caliper EPB_A, the caliper EPB_A is also connected to the N-type MOS transistor Q6, and the N-type MOS transistor Q6 is grounded.
[0006] Preferably, the thermal spring R2 is further connected to a P-type MOS transistor Q4 and a P-type MOS transistor Q5, the P-type MOS transistor Q4 is connected to a caliper EPB_B, the caliper EPB_B is connected to an N-type MOS transistor Q9, and the N-type MOS transistor Q9 is grounded; the P-type MOS transistor Q5 is also connected to the caliper EPB_B, the caliper EPB_B is further connected to an N-type MOS transistor Q8, and the N-type MOS transistor Q8 is grounded.
[0007] Therefore, the utility model adopts the above-mentioned overcurrent protection circuit of the electric vehicle, which can accurately identify the circuit overcurrent situation and quickly make a protective response. When an overcurrent situation occurs, it can effectively ensure the safety of the entire vehicle and provide reliable safety protection for the driver and passengers under various driving conditions, making people feel more at ease and assured during travel.
[0008] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Figure 1 This is a control logic diagram of an overcurrent protection circuit of an electric vehicle of the present invention, wherein (a) is the control logic diagram of the pump motor control circuit, and (b) is the control logic diagram of the caliper control circuit;
[0010] Figure 2 This is a circuit structure diagram of an overcurrent protection circuit of an electric vehicle of the present invention, wherein (a) is a circuit structure diagram of a pump motor control circuit, and (b) is a circuit structure diagram of a caliper control circuit. DETAILED DESCRIPTION
[0011] The technical solution of the present utility model is further described below through the accompanying drawings and embodiments.
[0012] Unless otherwise defined, the technical or scientific terms used in this utility model shall have the usual meanings understood by persons of ordinary skill in the field to which this utility model belongs. The words "first", "second" and similar terms used in this utility model do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "include" or "comprise" mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.
[0013] Example 1
[0014] The utility model provides an overcurrent protection circuit for an electric vehicle, comprising a pump motor control circuit and a caliper control circuit which do not interfere with each other. The control logic of the pump motor control circuit and the caliper control circuit are as follows: Figure 1 As shown, the control logic diagram of the pump motor control circuit is as follows Figure 1 As shown in (a), the control logic diagram of the caliper control circuit is as follows Figure 1 (b)
[0015] like Figure 2 As shown in (a), the pump motor control circuit includes a power supply KL30P_A, the output end of the power supply KL30P_A is connected to a thermal spring R1, the thermal spring R1 is connected to an N-type MOS transistor Q1, the N-type MOS transistor Q1 is connected to the pump motor, and one end of the pump motor is grounded.
[0016] like Figure 2 As shown in (a), the caliper control circuit includes a power supply KL30V_A. The output end of the power supply KL30V_A is connected to a thermal spring R2. The thermal spring R2 is connected to a P-type MOS transistor Q2 and a P-type MOS transistor Q3. The P-type MOS transistor Q2 is connected to the caliper EPB_A. The caliper EPB_A is connected to an N-type MOS transistor Q7. The N-type MOS transistor Q7 is grounded. The P-type MOS transistor Q3 is also connected to the caliper EPB_A. The caliper EPB_A is also connected to the N-type MOS transistor Q6. The N-type MOS transistor Q6 is grounded.
[0017] Thermal spring R2 is also connected to P-type MOS transistor Q4 and P-type MOS transistor Q5. P-type MOS transistor Q4 is connected to caliper EPB_B, caliper EPB_B is connected to N-type MOS transistor Q9, and N-type MOS transistor Q9 is grounded. P-type MOS transistor Q5 is also connected to caliper EPB_B, caliper EPB_B is also connected to N-type MOS transistor Q8, and N-type MOS transistor Q8 is grounded.
[0018] The pump motor control circuit operates as follows: Power supply KL30P_A first passes through thermal spring R1 to become KL30P. When VG of N-type MOSFET Q1 exceeds VS, N-type MOSFET Q1 conducts, and the pump motor rotates. When VG is less than VS, N-type MOSFET Q1 is cut off, current is zero, and the pump motor stops. A heat sink is placed on the back of N-type MOSFET Q1 to ensure that the temperature rise of thermal spring R1 exceeds the temperature rise of N-type MOSFET Q1. Under normal circumstances, thermal spring R1 is not disconnected, and the circuit operates normally. In the event of an overcurrent, the temperature reaches the trigger temperature of thermal spring R1, causing thermal spring R1 at the beginning to deploy, shutting off the main power input to the circuit, preventing fire and improving system safety.
[0019] The caliper control circuit operates as follows: Power supply KL30V_A is converted to KL30V by thermal spring R2, which controls the two calipers EPB_A and EPB_B. When P-type MOS transistor Q2 and N-type MOS transistor Q7 are conducting, caliper EPB_A is pulled up; when P-type MOS transistor Q3 and N-type MOS transistor Q6 are conducting, caliper EPB_A is released. When P-type MOS transistor Q4 and N-type MOS transistor Q9 are conducting, caliper EPB_B is pulled up; when P-type MOS transistor Q5 and N-type MOS transistor Q8 are conducting, caliper EPB_B is released. Under normal circumstances, thermal spring R2 is not disconnected, and the circuit operates normally. When an overcurrent occurs in the circuit, the temperature reaches the trigger temperature of thermal spring R2, causing thermal spring R2 at the beginning to deploy, cutting off the main power input to the circuit, preventing fire and improving system safety.
[0020] Using a dual-circuit, dual-control approach, thermal springs R1 and R2 independently control and cut off the power supply KL30P_A for the pump motor control circuit and KL30V_A for the caliper control circuit, preventing interference between them. Even if one circuit fails, the other circuit remains operational, significantly improving product reliability. Furthermore, the dual control mechanism increases system redundancy and further enhances the product's fault tolerance.
[0021] Therefore, the present invention adopts the above-mentioned overcurrent protection circuit of an electric vehicle, which can accurately identify circuit overcurrent conditions and quickly make a protective response, thereby effectively improving the reliability and safety of the ESC system.
[0022] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.
Claims
1. An overcurrent protection circuit for an electric vehicle, characterized in that: It includes a pump motor control circuit and a caliper control circuit that do not interfere with each other. The pump motor control circuit includes a power supply KL30P_A. The output end of the power supply KL30P_A is connected to a thermal spring R1, and the thermal spring R1 is connected to an N-type MOS transistor Q1. The N-type MOS transistor Q1 is connected to the pump motor, and one end of the pump motor is grounded.
2. The overcurrent protection circuit of an electric vehicle according to claim 1, characterized in that: The caliper control circuit includes a power supply KL30V_A. The output end of the power supply KL30V_A is connected to a thermal spring R2. The thermal spring R2 is connected to a P-type MOS transistor Q2 and a P-type MOS transistor Q3. The P-type MOS transistor Q2 is connected to the caliper EPB_A. The caliper EPB_A is connected to an N-type MOS transistor Q7, which is grounded. The P-type MOS transistor Q3 is also connected to the caliper EPB_A. The caliper EPB_A is also connected to an N-type MOS transistor Q6, which is grounded.
3. The overcurrent protection circuit of an electric vehicle according to claim 2, characterized in that: The thermal spring R2 is also connected to a P-type MOS transistor Q4 and a P-type MOS transistor Q5. The P-type MOS transistor Q4 is connected to a caliper EPB_B, which is connected to an N-type MOS transistor Q9. The N-type MOS transistor Q9 is grounded. The P-type MOS transistor Q5 is also connected to the caliper EPB_B. The caliper EPB_B is also connected to an N-type MOS transistor Q8. The N-type MOS transistor Q8 is grounded.