Drive control device, switching circuit, and vehicle

Abstract

The utility model relates to the technical field of electronic circuits, and discloses a drive control device, a switching circuit and a vehicle, the device comprises a drive control circuit and a main controller; the driving control circuit comprises a current monitoring circuit, a voltage monitoring circuit, a logic controller and a switch driving circuit; the current monitoring circuit is configured to acquire the load current of the electronic safety switch; the voltage monitoring circuit is configured to acquire an input voltage and an output voltage of the electronic safety switch; the logic controller is configured to output a turn-off signal to the switch driving circuit when the load current, the input voltage or the output voltage is abnormal; the switch driving circuit is configured to provide a level signal for the electronic safety switch; the main controller is connected with the driving control circuit and is configured to receive the collected data transmitted by the driving control circuit and send a control signal to the driving control circuit. The driving control device is safe and reliable, and is suitable for vehicles and other scenes.

Description

Technical Field

[0001] This utility model relates to the field of electronic circuit technology, specifically to drive control devices, switching circuits, and vehicles. Background Technology

[0002] With the development and popularization of new energy vehicle technology, and the development of autonomous driving and automatic assisted driving, the requirements for the safety of the vehicle's power architecture and functional safety are becoming increasingly stringent.

[0003] Traditional power architectures use fuses for isolation. Since the minimum melting time of a fuse is 100ms, the unreliable state of the vehicle's low-voltage power network will continue for at least 100ms before the fuse completely blows. This may cause abnormal operation of various load controllers, thus failing to meet the reliability requirements of the vehicle's low-voltage power network. As a result, the traditional method of using fuses for isolation in automotive power architectures can no longer meet the functional safety requirements. Utility Model Content

[0004] In view of this, the present invention provides a drive control device, a switching circuit, and a vehicle to solve the problem that existing fuses do not meet the functional requirements of vehicles.

[0005] In a first aspect, the present invention provides a drive control device for driving and controlling an electronic fuse switch, and the drive control device includes: a drive control circuit and a main controller; the drive control circuit includes a current monitoring circuit, a voltage monitoring circuit, a logic controller and a switch drive circuit;

[0006] The current monitoring circuit is connected to the logic controller and is configured to collect the load current of the electronic fuse switch and send the load current to the logic controller.

[0007] The voltage monitoring circuit is connected to the logic controller and is configured to collect the input voltage and output voltage of the electronic fuse switch and send the input voltage and output voltage to the logic controller.

[0008] The logic controller is connected to the switch drive circuit and is configured to output a turn-on signal to the switch drive circuit and output a turn-off signal to the switch drive circuit when the load current, the input voltage, or the output voltage is abnormal.

[0009] The switch driving circuit is configured to convert the turn-on signal into a first-level signal for driving the electronic fuse switch to turn on, and to convert the turn-off signal into a second-level signal for driving the electronic fuse switch to turn off;

[0010] The main controller is connected to the drive control circuit and is configured to receive the acquired data transmitted by the drive control circuit and send control signals to the drive control circuit.

[0011] In some optional implementations, the drive control circuit further includes a signal processor;

[0012] The signal processor is connected to the current monitoring circuit and the voltage monitoring circuit, and is configured to calculate the load power based on the load current and the output voltage, and store the load power.

[0013] The data collected by the drive control circuit and transmitted to the main controller includes the load power.

[0014] In some alternative implementations, the signal processor includes a first analog-to-digital converter, a second analog-to-digital converter, and a multiplier;

[0015] The first analog-to-digital converter is connected to the current monitoring circuit and is configured to convert the load current into a first digital signal.

[0016] The second analog-to-digital converter is connected to the voltage monitoring circuit and is configured to convert the output voltage into a second digital signal;

[0017] The two input terminals of the multiplier are connected to the first analog-to-digital converter and the second analog-to-digital converter, respectively, and are configured to multiply the first digital signal and the second digital signal to generate load power.

[0018] In some alternative implementations, the signal processor is connected to the main controller via a serial peripheral interface;

[0019] The signal processor sends the load power to the main controller through the serial peripheral interface.

[0020] In some alternative implementations, the drive control device also includes a power management module;

[0021] The power management module is connected to the drive control circuit and the main controller, and is configured to supply power to the drive control circuit and the main controller.

[0022] In some alternative implementations, the power management module is also connected to the main controller via a communication interface and is configured to receive monitoring signals from the main controller via the communication interface, and to reset or disconnect the power supply to the main controller when the monitoring signals are abnormal.

[0023] Secondly, this utility model provides a switching circuit, including an electronic fuse switch and a drive control device according to the first aspect or any corresponding embodiment.

[0024] In some alternative implementations, there are multiple electronic safety switches, and the multiple electronic safety switches are connected in series.

[0025] In some alternative implementations, the electronic fuse switch is an N-type field-effect transistor or a relay;

[0026] The drive control device is used to provide a level signal to the gate of the N-type field-effect transistor or to provide a level signal to the coil of the relay.

[0027] Thirdly, this utility model provides a vehicle including the switching circuit of the first aspect or any corresponding embodiment described above; the switching circuit is disposed at the output terminal of the vehicle power supply.

[0028] This embodiment utilizes current monitoring circuits and voltage monitoring circuits to collect parameters such as load current, input voltage, and output voltage of the electronic fuse switch. Based on multiple parameters, it can more comprehensively and accurately determine whether there is an anomaly, thereby enabling safer and more reliable control of the electronic fuse switch's on / off state. Furthermore, the logic controller independently implements logic control, while the main controller enhances the control functions. In the event of a main controller failure, the logic controller also quickly disconnects the electronic fuse switch upon detecting an anomaly, ensuring the safety and reliability of the drive control device. This is suitable for scenarios such as vehicles. In addition, the main controller can also use a high-reliability chip to achieve the ASIL D functional safety level. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this utility model, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of an application scenario of the drive control device according to an embodiment of the present utility model;

[0031] Figure 2 This is a schematic diagram of a drive control device according to an embodiment of the present utility model;

[0032] Figure 3 This is another structural schematic diagram of the drive control device according to an embodiment of the present utility model;

[0033] Figure 4This is a schematic diagram of a signal processor according to an embodiment of the present utility model;

[0034] Figure 5 This is a schematic diagram of a switching circuit according to an embodiment of the present utility model.

[0035] Explanation of reference numerals in the attached figures:

[0036] 10. Drive control circuit; 20. Main controller; 101. Current monitoring circuit; 102. Voltage monitoring circuit; 103. Logic controller; 104. Switch drive circuit; 105. Signal processor; 106. Register; 1051. First analog-to-digital converter; 1052. Second analog-to-digital converter; 1053. Multiplier; 30. Power management module; 1. On-board power supply; 2. Electronic fuse switch; 3. Drive control device; 4. Load. Detailed Implementation

[0037] The solutions and advantages are now clearer. The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0038] In the description of this utility model, it should be understood that the terms indicating orientation or positional relationship, such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0040] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0041] Furthermore, to better illustrate this utility model, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that this utility model can be implemented even without certain specific details. In some instances, methods, means, and elements well-known to those skilled in the art have not been described in detail, in order to highlight the main points of this utility model.

[0042] Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0043] As autonomous driving and driver assistance systems increasingly demand redundancy in power supply, traditional automotive power architectures using fuse isolation are no longer sufficient to meet functional safety requirements. Traditional power architectures distribute power to the KL30 (KL is an abbreviation of the German word Klemme, referring to the pin of the electronic control unit (ECU); 30 indicates the positive terminal) via a fuse box. Each load controller is connected to the KL30 via a fuse, and the automotive alternator or DC / DC converter and battery are also directly connected to the KL30 via fuses.

[0044] Since the minimum fusing time of a fuse is 100ms, the unreliable state of the vehicle's low-voltage power network will persist for at least 100ms before the fuse completely blows. This will cause abnormal operation of various load controllers, thus failing to meet the reliability requirements of the vehicle's low-voltage power network. Furthermore, aging traditional fuses cannot self-recover after a load-side fault causes them to blow. After troubleshooting the load-side fault, the corresponding fuse needs to be replaced, which increases the investment in the replaceability design of the fuse box and the cost of subsequent vehicle maintenance.

[0045] Fuse are gradually being replaced by electronic fuse switches, which can be implemented using switching transistors, relays, or other similar devices, with corresponding drive control circuits to control their switching on and off. However, in the automotive field, the safety and reliability requirements of circuits are high, and traditional drive control circuits are insufficient to meet these demands.

[0046] The drive control device provided in this embodiment of the present invention can be used to drive and control the electronic safety switch 2 of a vehicle. Figure 1A schematic diagram of one application scenario of the drive control device is shown, such as... Figure 1 As shown, the vehicle's onboard power supply 1 can supply power to various loads of the vehicle via an electronic fuse switch 2, which can be low-voltage loads. The electronic fuse switch 2 is driven by a drive control device 3 provided in this embodiment to control its on / off state. Under normal circumstances, the drive control device 3 keeps the electronic fuse switch 2 in the on state to supply power to the load 4; under abnormal circumstances, such as overcurrent, the drive control device 3 controls the electronic fuse switch 2 to the off state, thereby disconnecting the power supply to the load 4.

[0047] Figure 2 A schematic diagram of a drive control device provided in this embodiment is shown. Figure 2 As shown, the drive control device is used to drive and control the electronic fuse switch 2, and the drive control device includes: a drive control circuit 10 and a main controller 20; and the drive control circuit 10 includes a current monitoring circuit 101, a voltage monitoring circuit 102, a logic controller 103 and a switch drive circuit 104.

[0048] The current monitoring circuit 101 is connected to the logic controller 103 and is configured to collect the load current Ir of the electronic fuse switch 2 and send the load current Ir to the logic controller 103. Specifically, as shown... Figure 2 As shown, a sampling resistor R1 is connected in series in the circuit of the electronic fuse switch 2. The current monitoring circuit 101 can determine the current flowing through the electronic fuse switch 2, i.e., the load current Ir, by acquiring the voltage across the sampling resistor R1 and combining it with the resistance value of the sampling resistor R1. Alternatively, the current monitoring circuit 101 can also acquire the load current Ir based on other current sensors such as Hall elements.

[0049] The voltage monitoring circuit 102 is connected to the logic controller 103 and is configured to acquire the input voltage Vi and output voltage Vo of the electronic fuse switch 2, and send the input voltage Vi and output voltage Vo to the logic controller 103. Figure 2 As shown, the voltage monitoring circuit 102 samples the voltage at the input terminal of the electronic fuse switch 2 to determine the input voltage Vi; and the voltage monitoring circuit 102 also samples the voltage at the output terminal of the electronic fuse switch 2 to determine the output voltage Vo. For example, the voltage monitoring circuit 102 can implement voltage sampling based on a voltage divider circuit, etc.

[0050] The logic controller 103 is connected to the switch drive circuit 104 and is configured to output a turn-on signal to the switch drive circuit 104 and output a turn-off signal to the switch drive circuit 104 when the load current Ir, input voltage Vi, or output voltage Vo is abnormal.

[0051] The switch drive circuit 104 is configured to convert the turn-on signal into a first-level signal for driving the electronic fuse switch 2 to turn on, and to convert the turn-off signal into a second-level signal for driving the electronic fuse switch 2 to turn off.

[0052] In this embodiment, the logic controller 103 is the main control component of the drive control circuit 10. It is connected to the current monitoring circuit 101 and the voltage monitoring circuit 102 to acquire the voltage and current data collected by them. Under normal conditions, when the load current Ir, input voltage Vi, and output voltage Vo are all normal, the logic controller 103 outputs a turn-on signal to the switch drive circuit 104. The switch drive circuit 104 can convert this turn-on signal into a level signal that can control the electronic fuse switch 2 to turn on, i.e., a first level signal, thereby using the first level signal to drive the electronic fuse switch 2 to turn on. Conversely, if at least one of the load current Ir, input voltage Vi, or output voltage Vo is abnormal, the logic controller 103 outputs a turn-off signal to the switch drive circuit 104. The switch drive circuit 104 can convert this turn-off signal into a level signal that can control the electronic fuse switch 2 to turn off, i.e., a second level signal, so that the electronic fuse switch 2 turns off.

[0053] For example, if the load current Ir exceeds the preset current value, the output voltage Vo is too high or too low, or there is a large difference between the input voltage Vi and the output voltage Vo, then an abnormality can be determined. While this can be determined based on a comparison circuit, this embodiment does not limit the scope of the determination.

[0054] For example, if the electronic fuse switch 2 is an N-type field-effect transistor, i.e., an NMOS, then the first level signal is high and the second level signal is low.

[0055] Furthermore, the drive control device is also equipped with a main controller 20 that is independent of the drive control circuit 10. The main controller 20 is connected to the drive control circuit 10 and is configured to receive the collected data transmitted by the drive control circuit 10 and send control signals to the drive control circuit 10.

[0056] In this embodiment, the drive control circuit 10 implements the logic control of the electronic fuse switch 2, and the logic controller 103 can be a logic control device such as an FPGA. Furthermore, the main controller 20 implements other control functions, and the main controller 20 can be, for example, an MCU (microprocessor).

[0057] The main controller 20 can be connected to the drive control circuit 10 via a communication interface to acquire data collected by the drive control circuit 10. This acquired data may include, for example, the load current Ir, input voltage Vi, or output voltage Vo, thus recording the operating status of the drive control device. Furthermore, the main controller 20 can send control signals to the drive control circuit 10, such as enable signals, sleep signals, and reset signals, to control the drive control circuit 10. In addition, these control signals can also be directly used to control whether the drive control circuit 10 outputs a shutdown signal, thereby controlling the electronic fuse switch 2.

[0058] For example, the main controller 20 is equipped with a communication module for communicating with the outside world. Based on the communication module, it can obtain control commands actively input by the user. For example, the control command is to turn off the electronic safety switch 2. Based on the control command, the main controller 20 can send the corresponding control signal to the drive control circuit 10 to realize user active control.

[0059] The drive control device provided in this embodiment uses the current monitoring circuit 101 and the voltage monitoring circuit 102 to collect parameters such as the load current, input voltage, and output voltage of the electronic fuse switch 2. Based on multiple parameters, it can more comprehensively and accurately determine whether there is an abnormality, thereby controlling the on / off state of the electronic fuse switch 2 more safely and reliably. Furthermore, the logic controller 103 independently implements logic control, and the main controller 20 is used to improve the control function. When the main controller 20 fails, the logic controller 103 also quickly disconnects the electronic fuse switch 2 upon detecting an abnormality. In addition, the main controller 20 can also use a high-reliability chip to achieve the ASIL D functional safety level.

[0060] In some alternative implementations, such as Figure 3 As shown, the drive control circuit 10 also includes a signal processor 105. The signal processor 105 is connected to both the current monitoring circuit 101 and the voltage monitoring circuit 102, and is configured to calculate the load power P based on the load current Ir and the output voltage Vo, and store the load power P; the acquired data transmitted by the drive control circuit 10 to the main controller 20 includes the load power P.

[0061] In this embodiment, the drive control circuit 10 can collect parameters such as load current Ir and output voltage Vo in real time. By setting a signal processor 105 at the drive control circuit 10, the signal processor 105 can calculate the collected load current Ir and output voltage Vo in real time, thereby calculating the corresponding load power P in real time, i.e., P = Ir × Vo.

[0062] The signal processor 105 can be a digital signal processor (DSP) or a logic control device such as an FPGA. Generally, the signal processor 105 and the logic controller 103 can use different logic devices, or correspond to different logic control areas of the same logic device. It should be noted that, to avoid line intersections, Figure 3 Two signal processors 105 are schematically shown. Those skilled in the art will understand that the actual number of signal processors 105 is one, which is capable of calculating power in real time based on the acquired voltage and current.

[0063] The drive control circuit 10 can send the load power P to the main controller 20. For example, the acquired data includes not only the load current Ir, input voltage Vi, and output voltage Vo, but also the load power P calculated in real time. Furthermore, the logic controller 103 can further determine whether the load power P is abnormal, such as whether the load power P exceeds the rated power, and thus determine whether to output a shutdown signal.

[0064] In this embodiment, as Figure 3 As shown, the drive control circuit 10 is equipped with a register 106, which can store the load power P calculated in real time. Furthermore, the register 106 can also store real-time acquired load current Ir, input voltage Vi, output voltage Vo, etc. The signal processor 105 reads the required parameters from the register 106 to calculate the load power P; the logic controller 103 can also read real-time data from the register 106 to determine if there is any abnormality.

[0065] Optionally, the signal processor 105 is connected to the main controller 20 via a serial peripheral interface (SPI); the signal processor 105 sends the load power P to the main controller 20 through the serial peripheral interface.

[0066] In this embodiment, the signal processor 105 calculates the load power in real time, which can establish a power curve in real time and ensure the real-time performance of power sampling, making the obtained power information more accurate. It does not require the main controller 20 to provide power. Furthermore, the main controller 20 can also obtain the load power P on demand through SPI, which can reduce the reading frequency of the main controller 20 and thus reduce the scheduling resources of the main controller 20.

[0067] Optionally, such as Figure 4 As shown, the signal processor 105 includes a first analog-to-digital converter 1051, a second analog-to-digital converter 1052, and a multiplier 1053.

[0068] The first analog-to-digital converter 1051 is connected to the current monitoring circuit 101 and is configured to convert the load current into a first digital signal; the second analog-to-digital converter 1052 is connected to the voltage monitoring circuit 102 and is configured to convert the output voltage into a second digital signal.

[0069] The two input terminals of the multiplier 1053 are connected to the first analog-to-digital converter 1051 and the second analog-to-digital converter 1052 respectively, and are configured to multiply the first digital signal and the second digital signal to generate load power.

[0070] In this embodiment, the collected load current Ir and output voltage Vo are converted into corresponding digital signals, namely the first digital signal and the second digital signal, by two analog-to-digital converters (ADCs). Then, the two digital signals can be multiplied by the multiplier 1053 to quickly calculate the load power P in the form of a digital signal.

[0071] Optionally, such as Figure 3 As shown, the drive control device also includes a power management module 30; the power management module 30 is connected to the drive control circuit 10 and the main controller 20, and is configured to supply power to the drive control circuit 10 and the main controller 20.

[0072] In this embodiment, the power management module 30 can convert the electrical energy provided by the vehicle power supply 1 into a level suitable for the drive control circuit 10 and the main controller 20, thereby enabling power supply to the drive control circuit 10 and the main controller 20.

[0073] For example, the power management module 30 can provide analog drive power to the drive control circuit 10, such as providing analog drive levels to the switch drive circuit 104. Furthermore, the power management module 30 can also provide digital logic power to the main controller 20 to conform to the digital logic level standards of the main controller 20.

[0074] Optionally, the power management module 30 is also connected to the main controller 20 via a communication interface, and is configured to receive monitoring signals from the main controller 20 through the communication interface, and to reset or disconnect the power supply to the main controller 20 when the monitoring signal is abnormal. The monitoring signal can be, for example, the voltage and current signal of the main controller 20, or a watchdog signal, depending on the actual requirements.

[0075] In this embodiment, the power management module 30 can monitor the main controller 20 in real time by acquiring the monitoring signal from the main controller 20. If the main controller 20 malfunctions, it can reset or disconnect the power supply to protect the main controller 20 from damage. By monitoring the main controller 20 in real time, the reliability of the device can be improved. Furthermore, by using a highly available power management module 30, which, in combination with the main controller 20, can also achieve the minimum system ASIL D functional safety level.

[0076] The drive control device provided in this embodiment can drive and control the electronic fuse switch 2, which replaces the traditional fuse, and calculate the load power in real time to achieve reliable intelligent power distribution and high-precision energy management. It can be used in scenarios such as low-voltage dual-power isolation in vehicles, providing a safer low-voltage power supply for all loads supporting normal vehicle operation, thereby improving the overall vehicle safety. Furthermore, this drive control device has a high safety level, achieving functional safety level ASIL D.

[0077] This utility model embodiment also provides a switching circuit, which includes an electronic fuse switch 2 and any of the drive control devices 3 described in the above embodiments. For details on the structure and working principle of this switching circuit, please refer to [link to relevant documentation]. Figure 2 , Figure 3 Related descriptions will not be repeated here.

[0078] Optionally, such as Figure 5 As shown, there are multiple electronic safety switches 2, and these multiple electronic safety switches 2 are connected in series. Figure 5 Taking an example with two electronic safety switches 2 connected in series. Multiple electronic safety switches 2 can be controlled by the same drive control device 3; or, the drive control circuit 10 in the drive control device 3 can have multiple logic controllers 103 and multiple switch drive circuits 104, using different logic controllers 103 to control the on / off state of each electronic safety switch 2 respectively.

[0079] In this embodiment, by setting multiple electronic fuse switches 2 connected in series, single-point failure of the electronic fuse switch 2 can be effectively avoided, and problems such as abnormal shutdown caused by the failure of a single electronic fuse switch 2 can be avoided.

[0080] The electronic fuse switch 2 is an N-type field-effect transistor or a relay; specifically, the drive control device 3 is used to provide a level signal to the gate of the N-type field-effect transistor or to provide a level signal to the coil of the relay.

[0081] In this embodiment, an N-type field-effect transistor is used as the electronic fuse switch 2. When the drive control device 3 fails, the drive control device 3 does not provide a level signal to the electronic fuse switch 2, or in other words, the provided level signal is a low level signal. At this time, the electronic fuse switch 2 is not turned on, which can avoid the inability to safely control the on and off of the electronic fuse switch 2 when the drive control device 3 is abnormal.

[0082] Furthermore, if the electronic fuse switch 2 is implemented by a relay, the normally open contact of the relay can be set between the vehicle power supply 1 and the load 4, that is, the normally open contact of the relay is used as the electronic fuse switch; similarly, when the drive control device 3 fails, the drive control device 3 does not provide a level signal to the relay coil, the relay coil is not energized, so the electronic fuse switch 2 is not turned on at this time, thus ensuring the effectiveness of the electronic fuse switch 2.

[0083] This utility model embodiment also provides a vehicle, which includes any of the above-described switching circuits; such as Figure 1 As described above, the switching circuit is located at the output end of the vehicle power supply 1 to control whether the vehicle power supply 1 supplies power to the load 4.

[0084] The functional description of the vehicle is the same as that of the corresponding embodiment of the switch circuit described above, and will not be repeated here.

[0085] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations should all be covered within the protection scope of the present invention.

Claims

1. A drive control device, characterized in that, The drive control device is used to drive and control the electronic fuse switch (2), and the drive control device includes: a drive control circuit (10) and a main controller (20); the drive control circuit (10) includes a current monitoring circuit (101), a voltage monitoring circuit (102), a logic controller (103) and a switch drive circuit (104); The current monitoring circuit (101) is connected to the logic controller (103) and is configured to collect the load current of the electronic fuse switch (2) and send the load current to the logic controller (103); The voltage monitoring circuit (102) is connected to the logic controller (103) and is configured to collect the input voltage and output voltage of the electronic fuse switch (2) and send the input voltage and output voltage to the logic controller (103); The logic controller (103) is connected to the switch drive circuit (104) and is configured to output a turn-on signal to the switch drive circuit (104) and output a turn-off signal to the switch drive circuit (104) when the load current, the input voltage or the output voltage is abnormal. The switch driving circuit (104) is configured to convert the turn-on signal into a first-level signal for driving the electronic fuse switch (2) to turn on, and to convert the turn-off signal into a second-level signal for driving the electronic fuse switch (2) to turn off; The main controller (20) is connected to the drive control circuit (10) and is configured to receive the collected data transmitted by the drive control circuit (10) and send control signals to the drive control circuit (10).

2. The drive control device according to claim 1, characterized in that, The drive control circuit (10) further includes: a signal processor (105); The signal processor (105) is connected to the current monitoring circuit (101) and the voltage monitoring circuit (102), and is configured to calculate the load power based on the load current and the output voltage, and store the load power. The data collected by the drive control circuit (10) to the main controller (20) includes the load power.

3. The drive control device according to claim 2, characterized in that, The signal processor (105) includes a first analog-to-digital converter (1051), a second analog-to-digital converter (1052), and a multiplier (1053); The first analog-to-digital converter (1051) is connected to the current monitoring circuit (101) and is configured to convert the load current into a first digital signal; The second analog-to-digital converter (1052) is connected to the voltage monitoring circuit (102) and is configured to convert the output voltage into a second digital signal; The two input terminals of the multiplier (1053) are respectively connected to the first analog-to-digital converter (1051) and the second analog-to-digital converter (1052), and are configured to multiply the first digital signal and the second digital signal to generate load power.

4. The drive control device according to claim 2, characterized in that, The signal processor (105) is connected to the main controller (20) via a serial peripheral interface; The signal processor (105) sends the load power to the main controller (20) through the serial peripheral interface.

5. The drive control device according to claim 1, characterized in that, It also includes a power management module (30); The power management module (30) is connected to the drive control circuit (10) and the main controller (20) and is configured to supply power to the drive control circuit (10) and the main controller (20).

6. The drive control device according to claim 5, characterized in that, The power management module (30) is also connected to the main controller (20) through a communication interface and is configured to receive monitoring signals from the main controller (20) through the communication interface, and to reset or disconnect the power supply to the main controller (20) when the monitoring signal is abnormal.

7. A switching circuit, characterized in that, It includes an electronic safety switch (2) and a drive control device (3) as described in any one of claims 1 to 6.

8. The switching circuit according to claim 7, characterized in that, The number of electronic safety switches (2) is multiple, and the multiple electronic safety switches (2) are connected in series.

9. The switching circuit according to claim 7, characterized in that, The electronic fuse switch (2) is an N-type field-effect transistor or a relay; The drive control device (3) is used to provide a level signal to the gate of the N-type field-effect transistor or to provide a level signal to the coil of the relay.

10. A vehicle, characterized in that, Includes the switching circuit as described in any one of claims 7 to 9; The switching circuit is located at the output end of the vehicle power supply (1).

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