Power cut-off device based on vehicle emergency situation

Abstract

A power cut-off device based on vehicle emergency situations comprises a pedal force sensor S1 and an electronic controller ECU, and the pedal force sensor S1 is connected with the electronic controller ECU. The electronic controller ECU comprises a fuse F1, a diode D1, a microcontroller MCU, a first resistor R1, a second resistor R2, a triode T1, a relay K1, a buzzer LS1, a light emitting diode D2, a first socket J1, a second socket J2 and a third socket J3. Compared with the prior art, an independent system can be used for judging the emergency situation of the vehicle and cutting off the power of the vehicle without depending on the original brake and power control system of the vehicle. And a driver has additional means for controlling the vehicle to decelerate. An independent control system is utilized to judge the emergency situation of the vehicle and cut off the power of the vehicle according to the operation of a driver, so that the vehicle is naturally decelerated until stopping.

Description

Technical Field

[0001] This utility model relates to the field of automotive equipment, specifically to a power cut-off device for vehicle emergency situations. Background Technology

[0002] In recent years, there have been frequent cases of traditional vehicles experiencing brake failure while continuing to output power. When this happens, drivers have no effective means to slow the vehicle down or bring it to a stop except to apply the brakes hard. The vehicle may remain in an uncontrollable state of high speed until the power is exhausted, which is an extremely dangerous situation.

[0003] The main problems with traditional methods are as follows:

[0004] 1. The vehicle recognizes the driver's acceleration and deceleration requests solely based on the accelerator pedal position and the brake master cylinder stroke or pressure.

[0005] 2. When both the brake pedal and accelerator pedal are mechanically locked at the same time, there is no additional means for the driver to control the vehicle's deceleration.

[0006] 3. When braking and acceleration sensors malfunction simultaneously, there are no additional means for the driver to control the vehicle's deceleration.

[0007] 4. When the actuator signals for braking and acceleration fail simultaneously, there are no additional means for the driver to control the vehicle to decelerate.

[0008] 5. When the vehicle control system's internal software or hardware malfunctions, there are no additional means for the driver to control the vehicle's deceleration.

[0009] 6. Mechanical components, input sensor signals, output actuator signals, and internal software or hardware of the control system may randomly combine to cause brake failure while power continues to be output.

[0010] 7. Although the extreme situation of a vehicle maintaining a high speed without being able to slow down is a low-probability event, as the number of vehicles continues to grow, vehicle usage scenarios become more complex, and vehicle usage frequency increases, even a low-probability occurrence will lead to a continuous increase in the total number of such events.

[0011] 8. If a vehicle loses control at high speed and continues to travel at high speed without being able to slow down, it will pose a great danger to the disabled vehicle itself and all road users.

[0012] Based on the above problems, we know that there are very few known solutions. Therefore, we need a structure that can effectively solve these problems to improve them.

[0013] To address the aforementioned issues, we have made a series of improvements. Utility Model Content

[0014] The purpose of this invention is to provide a power cut-off device for vehicle emergency situations, so as to overcome the above-mentioned shortcomings and deficiencies of the prior art.

[0015] A power cut-off device based on a vehicle emergency includes: a pedal force sensor S1 and an electronic controller ECU, wherein the pedal force sensor S1 is connected to the electronic controller ECU;

[0016] The electronic control unit (ECU) includes: a fuse F1, a diode D1, a microcontroller (MCU), a first resistor R1, a second resistor R2, a transistor T1, a relay K1, a buzzer LS1, an LED D2, a first socket J1, a second socket J2, and a third socket J3. One end of the fuse F1 is connected to the positive terminal of the vehicle's 12V power supply, and the other end of the fuse F1 is connected to the anode of the diode D1. The cathode of the diode D1 is connected to the positive terminal of the MCU and one end of the control coil of the relay K1. The other end of the control coil of the relay K1 is connected to the collector of the transistor T1, and the base of the transistor T1 is connected to the output control terminal of the MCU. The first resistor R1 is connected to one end of the first resistor R1. The other end of the first resistor R1, the emitter of transistor T1, the cathode of light-emitting diode D2, the negative terminal of buzzer LS1, and the negative terminal of microcontroller MCU are connected to the vehicle ground terminal. One end of the second resistor R2 is connected to the anode of light-emitting diode D2 and the positive terminal of buzzer LS1. The other end of the second resistor R2 is connected to the normally open contact of relay K1. The normally closed contact of relay K1 is connected to the second socket J2. The common contact of relay K1 is connected to the third socket J3. The pedal force sensor S1 is connected to the first signal input terminal of microcontroller MCU. The second signal input terminal of microcontroller MCU is connected to the first socket J1.

[0017] Furthermore, the pedal force sensor S1 is installed on the brake pedal, the electronic controller ECU is installed on the vehicle body near the brake pedal, the second socket J2 and the third socket J3 are respectively connected to the output and input terminals of the vehicle fuel pump power circuit or the drive motor control power circuit, and the first socket J1 is connected to the vehicle hazard warning light switch.

[0018] The beneficial effects of this utility model are:

[0019] Compared with traditional technologies, this invention can determine emergency situations and cut off vehicle power without relying on the vehicle's original braking and power control systems. This provides the driver with additional means to control vehicle deceleration. Specifically, the independent control system determines emergency situations based on driver input and cuts off vehicle power, allowing the vehicle to decelerate naturally until it comes to a stop. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model.

[0021] Figure label:

[0022] Pedal force sensor S1100 and electronic controller ECU 200.

[0023] Fuse F1210, diode D1220, microcontroller MCU 230, first resistor R1240, second resistor R2250, transistor T1260, relay K1270, buzzer LS1280, light-emitting diode D2290, first socket J12100, second socket J22110 and third socket J32120. Detailed Implementation

[0024] The present invention will be further described below with reference to specific embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of the present invention.

[0025] Example 1

[0026] Figure 1 This is a schematic diagram of the structure of this utility model.

[0027] like Figure 1 As shown, a power cut-off device based on vehicle emergency includes: a pedal force sensor S1100 and an electronic controller ECU 200, wherein the pedal force sensor S1100 is connected to the electronic controller ECU 200.

[0028] The electronic controller ECU 200 includes: fuse F1210, diode D1220, microcontroller MCU 230, first resistor R1240, second resistor R2250, transistor T1260, relay K1270, buzzer LS1280, LED D2290, first socket J12100, second socket J22110, and third socket J32120. One end of fuse F1210 is connected to the positive terminal of the vehicle's 12V power supply, and the other end of fuse F1210 is connected to the anode of diode D1220. The cathode of diode D1220 is connected to the positive terminal of microcontroller MCU 230 and one end of the control coil of relay K1270. The other end of the control coil of relay K1270 is connected to the collector of transistor T1260, and the base of transistor T1260 is connected to the microcontroller MCU. The output control terminal of MCU 230 is connected to one end of the first resistor R1240. The other end of the first resistor R1240, the emitter of transistor T1260, the cathode of LED D2290, the negative terminal of buzzer LS1280, and the negative terminal of microcontroller MCU 230 are connected to the vehicle ground terminal. One end of the second resistor R2250 is connected to the anode of LED D2290 and the positive terminal of buzzer LS1280. The other end of the second resistor R2250 is connected to the normally open contact of relay K1270. The normally closed contact of relay K1270 is connected to the second socket J22110. The common contact of relay K1270 is connected to the third socket J32120. The pedal force sensor S1100 is connected to the first signal input terminal of microcontroller MCU 230. The second signal input terminal of microcontroller MCU 230 is connected to the first socket J12100.

[0029] The pedal force sensor S1100 is installed on the brake pedal, the electronic controller ECU 200 is installed on the vehicle body near the brake pedal, the second socket J22110 and the third socket J32120 are respectively connected to the output and input terminals of the vehicle fuel pump power circuit or the drive motor control power circuit, and the first socket J12100 is connected to the vehicle hazard warning light switch.

[0030] This invention achieves intelligent safety control of the vehicle's power system through a brake pedal force sensor S1100 and a hazard warning light switch signal. When an emergency power cut-off is required, the operator only needs to perform brake pedal depth adjustment and hazard warning light activation from inside the driver's cab to control the power system. Specifically, a pedal force sensor S1100 is added to the vehicle's existing brake pedal assembly and connected to the electronic control unit (ECU) 200 via a wiring harness. Simultaneously, a signal acquisition line is connected to the hazard warning light circuit and then to the ECU's first socket J12100.

[0031] The working principle of this utility model is as follows:

[0032] The vehicle's 12V power supply positive terminal supplies power to the entire circuit through fuse F1210 and diode D1220, while the vehicle's power supply negative terminal provides a negative circuit to all grounded components via grounding. Fuse F1210 provides overcurrent protection for the entire circuit, and diode D1220 provides reverse connection protection. The microcontroller MCU 230 determines whether vehicle loss of control has occurred based on the hazard warning light signal input from the first socket J12100 and the pedal force signal from the pedal force sensor S1100. When the brake pedal force exceeds the set hazard loss of control threshold and persists for a certain period of time, and the hazard warning light is also activated, the microcontroller MCU 230 determines that the vehicle is currently in a high-speed loss of control state. Once the microcontroller MCU 230 determines that the vehicle has entered a high-speed, uncontrollable out-of-control state, it controls the transistor T1260 to conduct, which in turn energizes the control coil of relay K1270. After the control coil of relay K1270 is energized, its normally closed contact opens, thereby disconnecting the engine fuel pump power circuit or drive motor control power circuit connected to the second socket J22110 and the third socket J32120. The vehicle's power is cut off, and the vehicle gradually decelerates until it stops due to road resistance and wind resistance. When the brake pedal is released, and the pedal force is below the set dangerous out-of-control threshold, or when the hazard warning lights are turned off, the microcontroller MCU 230 controls the transistor T1260 to cut off, which in turn de-energizes the control coil of relay K1270. After the control coil of relay K1270 is de-energized, its normally closed contact closes, thereby restoring power to the engine fuel pump power circuit or drive motor control power circuit connected to the second socket J22110 and the third socket J32120, and the vehicle's power is restored.

[0033] If the driver finds that the vehicle is out of control at high speed and cannot slow down, as long as he presses the brake pedal hard and holds it, and then presses the hazard warning light switch, the microcontroller MCU 230 will determine that the vehicle has entered a high-speed out-of-control state. Even if the braking system has failed, the vehicle's power will be cut off by this device, and the vehicle will gradually slow down until it stops under the action of road resistance and wind resistance.

[0034] When the microcontroller MCU 230 executes the action of cutting off vehicle power, the normally closed contact of relay K1270 opens and the normally open contact closes. LED D2290 and buzzer LS1280 receive power from the engine fuel pump power circuit or drive motor control power circuit connected to the third socket J32120. LED D2290 illuminates, and buzzer LS1280 sounds. The driver can determine whether the power cut-off device has been successfully activated by checking whether LED D2290 is illuminated or buzzer LS1280 sounds. In a normal parking state, the driver can firmly press and hold the brake pedal, then press the hazard warning light switch, and perform a routine function check of the power cut-off device by checking whether LED D2290 is illuminated or buzzer LS1280 sounds.

[0035] In summary, this invention innovatively constructs a multi-signal collaborative judgment mechanism, providing an additional means to cut off the power system and avoiding various safety hazards caused by the vehicle continuing to run at high speed in the event of brake failure. After the power is cut off, the vehicle will gradually decelerate until it stops under the action of road resistance and wind resistance.

[0036] The specific embodiments of this utility model have been described above, but this utility model is not limited thereto. Various changes can be made to this utility model as long as they do not depart from its spirit.

Claims

1. A power cut-off device based on vehicle emergency, characterized by, The utility model relates to a kind of brake pedal force sensor and electronic controller, including: Pedal force sensor S1 (100) and electronic controller ECU (200), the pedal force sensor S1 (100) is connected with electronic controller ECU (200); Wherein, the electronic controller ECU (200) includes: fuse F1 (210), diode D1 (220), microcontroller MCU (230), first resistor R1 (240), second resistor R2 (250), triode T1 (260), relay K1 (270), buzzer LS1 (280), light emitting diode D2 (290), first socket J1 (2100), second socket J2 (2110) and third socket J3 (2120), one end of the fuse F1 (210) is connected with vehicle 12V power supply positive pole, the other end of the fuse F1 (210) is connected with diode D1 (220) anode, diode D1 (220) cathode is connected with microcontroller MCU (230) positive pole and one end of relay K1 (270) control coil, the other end of the relay K1 (270) control coil is connected with triode T1 (260) collector, the triode T1 (260) base is connected with microcontroller MCU (230) output control end and one end of first resistor R1 (240), the other end of the first resistor R1 (240), triode T1 (260) emitter, light emitting diode D2 (290) cathode, buzzer LS1 (280) negative pole, microcontroller MCU (230) negative pole are connected with vehicle ground terminal, one end of the second resistor R2 (250) is connected with light emitting diode D2 (290) anode and buzzer LS1 (280) positive pole, the other end of the second resistor R2 (250) is connected with relay K1 (270) normally open contact, the relay K1 (270) normally closed contact is connected with second socket J2 (2110), the relay K1 (270) common contact is connected with third socket J3 (2120), the pedal force sensor S1 (100) is connected with microcontroller MCU (230) first signal input end, the second signal input end of the microcontroller MCU (230) is connected with first socket J1 (2100).

2. The power cut-off device based on vehicle emergency according to claim 1, characterized in that, The pedal force sensor S1 (100) is installed on brake pedal, the electronic controller ECU (200) is installed on brake pedal nearby car body, the second socket J2 (2110) and third socket J3 (2120) are connected to the output terminal and input terminal of vehicle fuel pump power supply circuit or drive motor control power supply circuit respectively, the first socket J1 (2100) is connected to vehicle danger warning lamp switch.

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