A super safety lock control circuit for a vehicle

Abstract

The application relates to an automobile super safety lock control circuit and relates to the technical field of automobile safety lock circuits; the automobile super safety lock control circuit comprises a controller MCU, a driving module, a backup power supply module and a power supply module; the output end of the power supply module is electrically connected to the input end of the driving module, the output end of the driving module is respectively electrically connected to the power supply ends of a plurality of door locks, and the control end of the driving module is electrically connected to the motor control end of the controller MCU; the backup power supply module is electrically connected to the controller MCU, and the input and output ends of the backup power supply module are electrically connected to the input end of the driving module. The application has the effect that when a vehicle collides, the vehicle door can be reliably unlocked as much as possible, and passengers are prevented from being trapped due to interruption of the main power supply or failure of the vehicle body controller.

Description

Technical Field

[0001] This application relates to the technical field of automotive safety lock circuits, and in particular to a super safety lock control circuit for automobiles. Background Technology

[0002] Currently, the automotive industry is developing rapidly, and the safety and intelligence of vehicles are constantly improving. As a crucial component of the vehicle's safety system, the reliability and security of door locks are receiving significant attention. With advancements in automotive electronics technology, the control methods for door locks are also evolving, with more and more functions being integrated into the overall vehicle control system. This not only enhances the convenience and comfort of vehicles but also places higher demands on the design of door lock control circuits. A well-designed door lock control scheme can effectively ensure passenger safety in various situations, reduce potential dangers, and is of great significance for improving the overall quality and market competitiveness of vehicles.

[0003] refer to Figure 1 To control car door locks, the common practice is to integrate the car door lock controller into the body controller or domain controller, with the power supply and specific control operations handled by the host computer. In this mode, a specific connection and interaction mechanism is established between the controller and the lock actuators to ensure that the door locks (left front lock motor, left rear lock motor, right front lock motor, and right rear lock motor) can work normally according to preset logic.

[0004] However, because the connection and interaction between the controller and the lock actuator depend on a specific environment, in special circumstances, such as a vehicle collision causing the connection to break, the door lock may not be able to unlock directly. In such a situation, occupants will find it difficult to quickly open the doors and escape, undoubtedly posing a significant threat to their lives and creating a serious safety hazard. Utility Model Content

[0005] In order to ensure reliable door unlocking in the event of a vehicle collision and to prevent occupants from being trapped due to main power interruption or body controller failure, this application provides a super safety lock control circuit for automobiles.

[0006] The automotive super safety lock control circuit provided in this application adopts the following technical solution:

[0007] A super safety lock control circuit for automobiles includes a controller MCU, a drive module, a backup power module, and a power supply module. The output terminal of the power supply module is electrically connected to the input terminal of the drive module, and the output terminal of the drive module is electrically connected to the power supply terminals of multiple door locks. The control terminal of the drive module is electrically connected to the motor control terminal of the controller MCU. The backup power module is electrically connected to the controller MCU, and the input and output terminals of the backup power module are electrically connected to the input terminal of the drive module.

[0008] By adopting the above technical solution, the power supply module and the backup power supply module are connected in parallel to ensure that the backup power supply module can still provide power when the main power is interrupted, thus solving the problem of door locking caused by power failure after a collision. This allows the controller MCU to directly control the drive module to unlock the door lock, bypassing the body controller and avoiding unlocking failure due to domain controller failure.

[0009] Preferably, the backup power module includes a charging management submodule, a PMOS transistor Q13, and multiple energy storage submodules connected in series. The input / output (IO) terminal of the charging management submodule is electrically connected to the voltage output terminal of the power supply module, and the I²C interface of the charging management submodule is electrically connected to the input terminal of the controller MCU. The connection terminal of the charging management submodule is electrically connected to the input terminal of the energy storage submodule closest to the charging management submodule through a resistor R11, and the output terminal of the energy storage submodule furthest from the charging management submodule is grounded. The source of the PMOS transistor Q13 is electrically connected to the connection terminal of the charging management submodule through a resistor R11, the drain of the PMOS transistor Q13 is electrically connected to the input / output terminal of the charging management submodule, and the gate of the PMOS transistor Q13 is electrically connected to the backup power control terminal of the controller MCU.

[0010] By adopting the above technical solution, the charging path is controlled by the switch of PMOS transistor Q13, and combined with the I²C communication of the charging management submodule, the flexible switching between the backup power supply and the power supply module in the circuit is realized. When the main power supply is abnormal, the backup power supply can be quickly and reliably connected to ensure the continuous power supply of the vehicle door lock control system in emergency situations, thereby enhancing the system's emergency response capability.

[0011] Preferably, the energy storage submodule includes an operational amplifier, a first resistor, a second resistor, a PMOS transistor, and a supercapacitor. The gate of the PMOS transistor is electrically connected to the output terminal of the controller MCU. The source of the PMOS transistor is electrically connected to the inverting input terminal of the operational amplifier through the first resistor, and the non-inverting input terminal of the operational amplifier is electrically connected to the drain of the PMOS transistor. One end of the second resistor is electrically connected to the gate of the PMOS transistor, and the other end of the second resistor is electrically connected to the drain of the PMOS transistor. The negative terminal of the supercapacitor is electrically connected to the inverting input terminal of the operational amplifier, and the positive terminal of the supercapacitor is electrically connected to the non-inverting input terminal of the operational amplifier. The negative terminal of the supercapacitor is the output terminal of the energy storage submodule, and the positive terminal of the supercapacitor is the input terminal of the energy storage submodule.

[0012] By adopting the above technical solution, the operational amplifier compares the voltages across the supercapacitors and adjusts the charging path through the PMOS transistor to ensure that the voltages of each supercapacitor are consistent, thus preventing overvoltage or undervoltage caused by the capacitance difference of the series capacitors.

[0013] Preferably, the power supply module includes a TVS diode D1 and a PMOS transistor Q1, with the vehicle body power supply terminal VBAT grounded through the TVS diode D1; the vehicle body power supply terminal VBAT is electrically connected to the source of the PMOS transistor Q1, the drain of the PMOS transistor Q1 is electrically connected to the power supply terminal of the drive module, and the gate of the PMOS transistor is electrically connected to the power supply control terminal of the controller MCU.

[0014] By adopting the above technical solution, the TVS diode D1 absorbs power surges (such as load drops or lightning strikes) to protect subsequent circuits. The PMOS transistor Q1 is controlled by the MCU, and quickly switches to the backup power module when the main power supply is interrupted to ensure the continuous operation of the drive module.

[0015] Preferably, the system also includes a collision signal processing module, which receives collision signals and processes them before outputting them to the controller MCU.

[0016] By adopting the above technical solution, the collision signal processing module filters and shapes the original signal, enabling the controller MCU to recognize that a collision has occurred with the vehicle body.

[0017] Preferably, the system also includes a gyroscope and a level conversion module, wherein the data output terminal of the gyroscope is electrically connected to the data receiving terminal of the controller MCU through the level conversion module.

[0018] By adopting the above technical solution and combining it with the data collected by the gyroscope, the controller MCU can distinguish between real collisions and slight vibrations, ensuring effective impact signals.

[0019] Preferably, the system also includes a CAN communication module, through which the CAN bus signal of the vehicle body is input to the controller MCU.

[0020] By adopting the above technical solution, the controller MCU obtains the airbag trigger signal or vehicle speed information through the communication module CAN, and cross-verifies it with the collision signal and gyroscope data to further improve the accuracy of collision determination.

[0021] Preferably, the system also includes a lock status signal processing module, which receives a lock status signal and processes the lock status signal before outputting it to the controller MCU.

[0022] By adopting the above technical solution, the lock status signal processing module monitors the opening and closing status (locked / unlocked) of each door lock in real time, ensuring that the controller MCU only triggers the unlocking action when the door is actually locked, thus avoiding energy waste or mechanical wear caused by invalid operations.

[0023] Preferably, the drive module includes multiple PMOS transistors, the gates of which are electrically connected to multiple motor control terminals of the controller MCU, the sources of which are electrically connected to the voltage output terminal of the power supply module, and the drains of which are electrically connected to the control terminals of different door locks.

[0024] By adopting the above technical solution, when a car is involved in a collision and the unlocking conditions are met, the controller can control the motors of the corresponding door locks by controlling multiple PMOS transistors to achieve the unlocking action of the door locks and ensure the safety of the occupants; at the same time, the four door locks can be unlocked in a cycle until the backup power module is depleted, and can support at least multiple cycles of unlocking action.

[0025] In summary, this application includes at least one of the following beneficial technical effects:

[0026] 1. Through the dual redundancy design of the power supply module and the backup power supply module, it is ensured that the supercapacitor can still supply power to the drive module when the main power is interrupted due to a collision, so as to realize the forced unlocking of the door; in addition, the backup power supply module controls the charging and discharging of the supercapacitor, performs supercapacitor charging and discharging balance management under normal conditions, and can support multiple cycles of unlocking action to ensure the continuity of unlocking.

[0027] 2. A multi-dimensional collision verification mechanism combining gyroscope, collision signal, and CAN bus signal effectively avoids false triggering or missed triggering, improving the accuracy of unlocking actions;

[0028] 3. Meanwhile, the independent lock status monitoring module can obtain the lock status of each door in real time, ensuring that the system only performs unlocking operations on doors that are actually locked, thus avoiding safety hazards caused by erroneous actions. Attached Figure Description

[0029] Figure 1 This is a block diagram illustrating the principles of existing technology;

[0030] Figure 2 This is a schematic diagram of an embodiment of this application.

[0031] Figure 3 This is a circuit diagram of an embodiment of this application;

[0032] Figure 4 This is a circuit diagram of the backup power module in an embodiment of this application.

[0033] Reference numerals: 1. Power supply module; 2. Drive module; 3. Backup power module; 31. Charging management submodule; 32. Energy storage submodule. Detailed Implementation

[0034] The following combination Figures 2-4 This application will be described in further detail.

[0035] This application discloses a super safety lock control circuit for automobiles.

[0036] Reference Figure 2 A super safety lock control circuit for automobiles can receive vehicle lock status signals, collision signals, and CAN signals. The output of the power supply unit is electrically connected to the power supply of the super safety lock control circuit, and the output of the super safety lock control circuit is electrically connected to the control terminals of the left front lock motor, left rear lock motor, right front lock motor, and right rear lock motor. Thus, even when the vehicle body / domain controller is disconnected, it can automatically determine the occurrence of a collision event and perform an unlocking action.

[0037] For details, please refer to Figure 3 A super safety lock control circuit for automobiles includes a controller MCU, a power supply module 1 connected to the controller MCU, a backup power supply module 3, a lock status signal processing module, a collision signal processing module, a communication module CAN, a first low-voltage regulator LDO1 and a second low-voltage regulator LDO2, a gyroscope Gyro, a level conversion module, and a drive module 2.

[0038] Power supply module 1 includes a TVS diode D1 and a PMOS transistor Q1. The voltage output terminal VBAT of the power supply unit is the vehicle body power supply terminal, and the voltage output terminal VBAT is grounded through the TVS diode D1. The TVS diode D1 serves to prevent surge voltage and protect the circuit. The voltage output terminal VBAT is electrically connected to the source of the PMOS transistor Q1, and the drain of the PMOS transistor Q1 is electrically connected to the power supply terminals of the drive module 2, the first low-voltage regulator LDO1, and the second low-voltage regulator LDO2. The gate of the PMOS transistor is electrically connected to the power supply control terminal of the controller MCU. When the power supply control terminal of the controller MCU outputs a low level, the PMOS transistor conducts, realizing power supply.

[0039] The output of the first low-voltage regulator LDO1 is electrically connected to the power supply of the gyroscope Gyro, and the data output of the gyroscope Gyro is electrically connected to the data receiver of the controller MCU via a level conversion module to obtain gyroscope data. The output of the second low-voltage regulator LDO2 is electrically connected to the input of the controller MCU and another power supply of the communication module CAN, and the enable terminal of the second low-voltage regulator LDO2 is electrically connected to the input of the communication module CAN. CAN bus signals can be input to the controller MCU via the communication module CAN.

[0040] The lock status signal processing module receives lock status signals and inputs the processed signals to the controller MCU, enabling it to identify whether multiple door locks are in a locked or unlocked state. The collision signal processing module receives collision signals, filters and shapes them, and then inputs them to the controller MCU. The controller MCU, combined with gyroscope data, determines whether the collision intensity reaches a threshold to ensure a valid collision. Preferably, the controller MCU can also combine CAN bus signals (such as airbag trigger signals) to comprehensively determine whether a collision is valid. The controller MCU triggers the unlocking process only when a valid collision signal is detected and the lock status is locked.

[0041] The drive module 2 includes multiple PMOS transistors. The gates of these PMOS transistors are electrically connected to multiple motor control terminals of the controller MCU, the sources are electrically connected to the voltage output terminals of the power supply module 1, and the drains are electrically connected to the control terminals of the left front lock motor, left rear lock motor, right front lock motor, right rear lock motor, left rear child lock, and right rear child lock. When one or more motor control terminals output a high level, the PMOS transistor electrically connected to the motor control terminal that outputs a high level is disconnected, thereby cutting off the power supply to the corresponding door lock and unlocking the door. If the vehicle's main power supply is interrupted due to a collision, PMOS transistor Q1, which was originally kept on by the controller MCU, is instead powered by the backup power supply module 3 to ensure the unlocking action is completed.

[0042] refer to Figure 4The backup power module 3 includes a charging management submodule 31, a PMOS transistor Q13, and multiple energy storage submodules 32. The input / output (IO) terminals of the charging management submodule 31 are electrically connected to the voltage output terminals of the power supply module 1. The I²C interfaces (SDA / SCL) of the charging management submodule 31 are electrically connected to the input terminals of the controller MCU.

[0043] Taking an energy storage submodule 32 as an example, the energy storage submodule 32 includes an operational amplifier U5, a first resistor R9, a second resistor R10, a PMOS transistor Q12, and a supercapacitor C5. The gate of the PMOS transistor Q12 is electrically connected to the output terminal of the controller MCU, and the source of the PMOS transistor Q12 is electrically connected to the inverting input terminal of the operational amplifier U5 through the first resistor R9. The non-inverting input terminal of the operational amplifier U5 is electrically connected to the drain terminal of the PMOS transistor Q12. One end of the second resistor R10 is electrically connected to the gate of the PMOS transistor Q12, and the other end of the second resistor R10 is electrically connected to the drain terminal of the PMOS transistor Q12. The negative terminal of the supercapacitor C5 is electrically connected to the inverting input terminal of the operational amplifier U5, and the positive terminal of the supercapacitor C5 is electrically connected to the non-inverting input terminal of the operational amplifier U5. The negative terminal of the supercapacitor C5 is the output terminal of the energy storage submodule 32, and the positive terminal of the supercapacitor C5 is the input terminal of the energy storage submodule 32.

[0044] Multiple energy storage submodules 32 are electrically connected in sequence. The connection terminal of the charging management submodule 31 is electrically connected to the input terminal of the energy storage submodule 32 closest to the charging management submodule 31 through a resistor R11, and the output terminal of the energy storage submodule 32 furthest from the charging management submodule 31 is grounded. The source of the PMOS transistor Q13 is electrically connected to the connection terminal of the charging management submodule 31 through a resistor R11, the drain of the PMOS transistor Q13 is electrically connected to the input and output terminals of the charging management submodule 31, and the gate of the PMOS transistor Q13 is electrically connected to the backup power control terminal of the controller MCU.

[0045] When the vehicle is powered normally, the backup power module 3 charges multiple supercapacitor banks through the charging management submodule 31. The charging management submodule 31 communicates with the controller MCU via an I²C interface (SDA / SCL) to monitor the voltage status of the supercapacitors in real time. An operational amplifier compares the voltages across the supercapacitors and uses the gate control of the PMOS transistor in the energy storage submodule 32 to achieve voltage equalization, preventing overcharging or undercharging of individual supercapacitors. The controller MCU adjusts the charging current path by turning PMOS transistor Q13 on / off to ensure the supercapacitors are charged within a safe voltage range. When the backup power control terminal outputs a low level, PMOS transistor Q13 is turned on, forming a charging circuit; when the backup power control terminal outputs a high level, PMOS transistor Q13 is turned off, cutting off the charging path and protecting the supercapacitors from overcharging.

[0046] When a vehicle collision occurs, the controller MCU receives gyroscope data and a collision signal, and combines this with CAN bus signals to confirm a valid collision signal. Upon detecting that the door locks are locked and the supercapacitor has sufficient power, the unlocking process is triggered. The unlocking process begins with a single unlocking attempt, where the controller MCU sequentially controls each door lock motor to unlock via drive module 2. Considering that some doors may become stuck due to deformation in a real collision, a cyclic unlocking mechanism is also designed. If the first unlocking attempt fails, the controller MCU will re-trigger each door lock motor in a predetermined order. After each cycle, the remaining power of the supercapacitor is checked; if sufficient power is available, the attempt will continue. This process can be repeated at least multiple times, for example, four times. To ensure reliable operation of this mechanism, the supercapacitor must be able to support multiple complete unlocking operations of all door locks.

[0047] In terms of power management, the system monitors the supercapacitor's status in real time through the charging management submodule 31. The controller MCU reads the supercapacitor's voltage data from the charging management submodule 31 using the I²C communication interface and estimates the remaining power accordingly. When the power level is detected to be below a safety threshold (e.g., enough to support only one unlocking operation), the controller MCU will terminate the unlocking process to prevent the system from being completely depleted. This design ensures reliability in emergency situations and extends the lifespan of critical components.

[0048] The implementation principle of a car super safety lock control circuit in this embodiment is as follows: the controller MCU detects collision signals from the gyroscope and other sources in real time to determine the validity of the collision event; when a valid collision signal is detected and the door is locked, the control circuit automatically switches to power supply through the backup power module 3, and the drive module 2 sequentially controls each door lock motor to perform unlocking actions, using a cyclic unlocking mechanism to ensure multiple unlocking attempts; simultaneously, the charging management submodule 31 monitors the supercapacitor's charge in real time, automatically stopping operation when the charge is insufficient to protect the system. This embodiment employs multiple detection and redundant power supply design to ensure reliable door unlocking even in extreme situations such as main power failure, providing a safe escape route for occupants.

[0049] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A super safety lock control circuit for automobiles, characterized in that: It includes a controller MCU, a drive module (2), a backup power module (3), and a power supply module (1); the output of the power supply module (1) is electrically connected to the input of the drive module (2), the output of the drive module (2) is electrically connected to the power supply of multiple door locks, and the control of the drive module (2) is electrically connected to the motor control of the controller MCU; the backup power module (3) is electrically connected to the controller MCU, and the input and output of the backup power module (3) are electrically connected to the input of the drive module (2).

2. The automotive super safety lock control circuit according to claim 1, characterized in that: The backup power module (3) includes a charging management submodule (31), a PMOS transistor Q13, and multiple energy storage submodules (32) connected in series. The input / output terminal IO of the charging management submodule (31) is electrically connected to the voltage output terminal of the power supply module (1), and the I²C interface of the charging management submodule (31) is electrically connected to the input terminal of the controller MCU. The connection terminal of the charging management submodule (31) is electrically connected to the input terminal of the energy storage submodule (32) close to the charging management submodule (31) through a resistor R11, and the output terminal of the energy storage submodule (32) far from the charging management submodule (31) is grounded. The source of the PMOS transistor Q13 is electrically connected to the connection terminal of the charging management submodule (31) through a resistor R11, the drain of the PMOS transistor Q13 is electrically connected to the input / output terminal of the charging management submodule (31), and the gate of the PMOS transistor Q13 is electrically connected to the backup power control terminal of the controller MCU.

3. The automotive super safety lock control circuit according to claim 2, characterized in that: The energy storage submodule (32) includes an operational amplifier, a first resistor, a second resistor, a PMOS transistor, and a supercapacitor. The gate of the PMOS transistor is electrically connected to the output terminal of the controller MCU. The source of the PMOS transistor is electrically connected to the inverting input terminal of the operational amplifier through the first resistor. The non-inverting input terminal of the operational amplifier is electrically connected to the drain of the PMOS transistor. One end of the second resistor is electrically connected to the gate of the PMOS transistor, and the other end of the second resistor is electrically connected to the drain of the PMOS transistor. The negative terminal of the supercapacitor is electrically connected to the inverting input terminal of the operational amplifier, and the positive terminal of the supercapacitor is electrically connected to the non-inverting input terminal of the operational amplifier. The negative terminal of the supercapacitor is the output terminal of the energy storage submodule (32), and the positive terminal of the supercapacitor is set as the input terminal of the energy storage submodule (32).

4. The automotive super safety lock control circuit according to claim 1, characterized in that: The power supply module (1) includes a TVS diode D1 and a PMOS transistor Q1. The vehicle body power supply terminal VBAT is grounded through the TVS diode D1. The vehicle body power supply terminal VBAT is electrically connected to the source of the PMOS transistor Q1. The drain of the PMOS transistor Q1 is electrically connected to the power supply terminal of the drive module (2). The gate of the PMOS transistor is electrically connected to the power supply control terminal of the controller MCU.

5. The automotive super safety lock control circuit according to claim 1, characterized in that: It also includes a collision signal processing module, which is used to receive collision signals and process the collision signals before outputting them to the controller MCU.

6. A car super safety lock control circuit according to claim 1 or 5, characterized in that: It also includes a gyroscope and a level conversion module, wherein the data output terminal of the gyroscope is electrically connected to the data receiving terminal of the controller MCU through the level conversion module.

7. The automotive super safety lock control circuit according to claim 1, characterized in that: It also includes a CAN communication module, through which the CAN bus signals of the vehicle body are input to the controller MCU.

8. The automotive super safety lock control circuit according to claim 1, characterized in that: It also includes a lock status signal processing module, which is used to receive lock status signals and process the lock status signals before outputting them to the controller MCU.

9. The automotive super safety lock control circuit according to claim 1, characterized in that: The drive module (2) includes multiple PMOS transistors. The gates of the multiple PMOS transistors are electrically connected to multiple motor control terminals of the controller MCU, the sources of the multiple PMOS transistors are electrically connected to the voltage output terminal of the power supply module (1), and the drains of the multiple PMOS transistors are electrically connected to the control terminals of different door locks.

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