Vehicle door lock backup unlocking system with domain control coordination function

Abstract

The utility model discloses a vehicle door lock backup unlocking system with domain control cooperation function, including door lock motor, backup power, the backup power is linked with door lock motor through discharge control switch, door lock drive module in proper order, is linked with mains through charging management module, is linked with signal identification module through sub -processor, signal detection module is linked with air bag unit, sub -processor is also linked with car body main controller, door lock motor is linked with car body area control ware, the control end of discharge control switch is linked with sub -processor, signal detection module is used for detecting the PWM wave of crash signal correspondence, sub -processor receives crash signal and / or car body main controller issues fault signal, and control discharge control switch conduction, and the door lock drive module is powered by backup power to control door lock motor work.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive door locks, specifically relating to a backup unlocking system for vehicle door locks with domain control and coordination functions. Background Technology

[0002] Currently, most automobiles still use traditional low-voltage power supply networks, with a single power source supplying the load. During driving, if a collision occurs, the entire vehicle may lose power. The door lock control unit may not have enough energy to unlock the doors, leaving them locked and preventing rescue personnel from opening the doors, thus compromising safety. This phenomenon occurs frequently in reality, and door unlocking after a collision is also a crucial certification item in national standard crash tests.

[0003] To reduce the risk of vehicle doors failing to unlock after a collision, backup power is currently used to power the door lock control unit. When the main power supply fails, the backup power supply unlocks the door, allowing for the successful rescue of the occupants. However, this solution cannot solve the problem of the door being unable to open when the body controller or door controller is damaged, preventing the collision signal from being transmitted to the door lock control unit. Utility Model Content

[0004] This invention provides a vehicle door lock backup unlocking system with domain control collaboration function, which solves the technical problem that existing dual power supply technology cannot solve when the collision signal cannot be transmitted to the door lock control unit, resulting in the door being unable to open.

[0005] This utility model can be achieved through the following technical solutions:

[0006] A vehicle door lock backup unlocking system with domain control and coordination functions includes a door lock motor and a backup power supply. The backup power supply is connected to the door lock motor sequentially via a discharge control switch and a door lock drive module, connected to the main power supply via a charging management module, and connected to a signal recognition module via a subprocessor. The signal detection module is connected to the airbag unit, and the subprocessor is also connected to the vehicle's main controller.

[0007] The door lock motor is connected to the vehicle body domain controller, and the control terminal of the discharge control switch is connected to the sub-processor.

[0008] The signal detection module is used to detect the PWM wave corresponding to the collision signal.

[0009] The subprocessor receives collision signals and / or fault signals from the vehicle's main controller, controls the discharge control switch to turn on, and supplies power to the door lock drive module from the backup power supply to control the door lock motor to work.

[0010] Furthermore, the door lock drive module includes field-effect transistors Q1 and Q2. The drain of field-effect transistor Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the drive power supply for the door lock motor, and its gate is connected to the control chip of the backup power supply.

[0011] The drain of the field-effect transistor Q2 is connected to the negative terminal of the drive power supply for the door lock motor, its source is grounded, and its gate is connected to the control chip of the backup power supply.

[0012] The door lock motor is also connected to the body domain controller via the body door lock drive module.

[0013] Furthermore, the door lock drive module includes field-effect transistors Q1, Q2, Q3, and Q4.

[0014] The drain of the field-effect transistor Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the drive power supply for the door lock motor, and its gate is connected to the control chip of the backup power supply.

[0015] The drain of the field-effect transistor Q2 is connected to the negative terminal of the drive power supply for the door lock motor, its source is grounded, and its gate is connected to the control chip of the backup power supply.

[0016] The drain of the field-effect transistor Q3 is connected to the positive terminal of the drive power supply for the door lock motor, its gate is connected to the control chip of the backup power supply, and its source is connected to the vehicle door lock drive module.

[0017] The source of the field-effect transistor Q4 is connected to the negative terminal of the drive power supply for the door lock motor, its gate is connected to the control chip of the backup power supply, and its drain is connected to the vehicle door lock drive module.

[0018] The vehicle door lock drive module is connected to the vehicle domain controller.

[0019] Furthermore, the gates of the field-effect transistors Q1, Q3, and Q4 are all connected to the voltage generation circuit.

[0020] The voltage generation circuit is used to generate the drive voltage required for the operation of field-effect transistors Q1, Q3, and Q4. It includes an LDO linear regulator, the input of which is connected to a backup power supply or the main power supply, and its output is connected to a charge pump. The charge pump is connected to the gates of field-effect transistors Q1, Q3, and Q4.

[0021] The LDO linear regulator is used to reduce the voltage of the backup power supply or the main power supply to a first threshold voltage, and the charge pump is used to boost the first threshold voltage to a second threshold voltage.

[0022] Furthermore, the charge pump is constructed using a timer integrated circuit chip.

[0023] Furthermore, the signal detection module includes transistors Qa and Qb. The emitter of transistor Qa is connected to a reference voltage, its collector is connected to the processor, and its base is connected to the collector of transistor Qb. The emitter of transistor Qb is grounded, and its base is connected to the airbag unit in sequence through a Zener diode and a general diode. A pull-up power supply is connected between the Zener diode and the general diode.

[0024] Furthermore, the transistor Qa is a PNP type, and the transistor Qb is an NPN type.

[0025] Furthermore, the main power supply is also connected to the charging management module through an anti-backflow module. The anti-backflow module is used to ensure that current can only flow from the main power supply to the door lock motor and the backup power supply, preventing reverse flow.

[0026] The beneficial technical effects of this utility model are as follows:

[0027] 1. In the event of main power failure or vehicle domain controller malfunction, the door lock drive module cannot control the door lock motor to perform the unlocking operation. In this case, the unlocking system of this utility model is equipped with an independent door lock drive module, which can be powered by a backup power supply. The door lock drive module directly controls the door lock motor to perform the unlocking operation, providing a feasible channel for rescuers to open the vehicle door from the outside to carry out rescue, ensuring the safe unlocking of the vehicle door in crisis situations, and ensuring the smooth implementation of subsequent rescue.

[0028] 2. The door lock drive module of this utility model is designed with a series control architecture and a parallel control architecture. The parallel control architecture is simpler and has a relatively lower cost than the series control architecture. However, the series control architecture does not require changes to the control framework of the vehicle door lock itself and can isolate the interference of the vehicle domain controller to the sub-controller, resulting in higher security and greater practicality.

[0029] 3. Since the drive power supply of the door lock motor itself has a certain voltage, in order for the door lock drive module to work normally, this utility model adds a voltage generation circuit for generating the threshold voltage of the field effect transistor in the door lock drive module, so as to ensure that the field effect transistor can be turned on or off normally.

[0030] 4. Considering that the unlocking system of this utility model is equipped with an independent door lock drive module, it can unlock the door regardless of whether the main power supply fails or the vehicle domain controller malfunctions and the door lock drive module fails. It can better cope with the vehicle's own emergencies, has a wider range of applications, and is more practical. Attached Figure Description

[0031] Figure 1 This is a block diagram of the overall circuit structure of this utility model;

[0032] Figure 2 This is a schematic diagram of the circuit structure of the signal detection module of this utility model;

[0033] Figure 3 This is a schematic diagram of the circuit structure of the anti-backflow module of this utility model;

[0034] Figure 4 This is a schematic diagram of the circuit structure of the charging management module of this utility model;

[0035] Figure 5 This is a schematic diagram of the circuit structure of the discharge control switch of this utility model;

[0036] Figure 6 This is a schematic diagram of the parallel control frame corresponding to the door lock drive module of this utility model;

[0037] Figure 7 This is a schematic diagram of the structure of the door lock drive module corresponding to the series control frame of this utility model;

[0038] Figure 8 This is a schematic diagram of the voltage generation circuit of this utility model. Detailed Implementation

[0039] The specific embodiments of this utility model are described in detail below with reference to the accompanying drawings and preferred embodiments.

[0040] like Figure 1 As shown, this utility model provides a vehicle door lock backup unlocking system with domain control collaboration function, including a door lock motor and a backup power supply. The backup power supply is connected to the door lock motor sequentially through a discharge control switch and a door lock drive module, connected to the main power supply through a charging management module, connected to a signal recognition module through a subprocessor, connected to the airbag unit through the signal detection module, connected to the door lock motor through the vehicle body domain controller, and the control terminal of the discharge control switch is connected to the subprocessor, which is also connected to the vehicle body main controller.

[0041] This signal detection module detects the PWM wave corresponding to the collision signal. The subprocessor receives the collision signal and / or the fault signal sent by the vehicle's main controller, controls the discharge control switch to turn on, and supplies power to the door lock drive module from the backup power supply to control the door lock motor. Thus, if the main power supply voltage is normal, it supplies power to the door lock motor, and the door lock motor's opening and closing operations are controlled by the vehicle's domain controller. However, if a collision causes a failure in the main power supply or the vehicle's domain controller, the subprocessor directly controls the discharge control switch to turn on based on the received collision signal or a fault command sent by the vehicle's main controller. The backup power supply then directly controls the door lock motor to perform the opening operation through the newly added door lock drive module. This effectively solves the technical problem of door malfunctions caused by vehicle collisions, such as failures in the main power supply or the vehicle's domain controller, or even failures in the vehicle's own door lock motor drive module. It is better able to handle unexpected situations involving the vehicle itself, has a wider range of applications, and is more practical.

[0042] Specifically as follows:

[0043] like Figure 2 As shown, the signal detection module includes a PNP transistor Qa and an NPN transistor Qb. The emitter of the PNP transistor Qa is connected to a reference voltage, such as 5V, and its collector is connected to the processor. Its base is connected to the collector of the transistor Qb. The emitter of the NPN transistor Qb is grounded, and its base is connected to the airbag unit in sequence through a Zener diode and a general diode. A pull-up power supply is connected between the Zener diode and the general diode.

[0044] The input collision signal Crash Signal In is an open-drain PWM wave that requires a pull-up power supply for high-level recognition. When the collision signal is low, it can be considered as a voltage of 0. At this time, the voltage at markers 1 and 2 is 0, the NPN transistor Qb is cut off, and the PNP transistor Qa is cut off. Therefore, the output Crash Signal Out is low. When the collision signal is high, it can be considered as an open circuit. At this time, the voltage at marker 1 is pulled up, and the voltage at marker 2 is also high. The NPN transistor Qb is turned on, and the PNP transistor Qa is turned on. Therefore, the output Crash Signal Out is a reference voltage V = 5V, thus achieving the change in the collision signal of the airbag unit and realizing the detection of collision information. In addition, we also added a general diode and a Zener diode on the input side to prevent the current of the signal detection module from flowing back to the signal source.

[0045] like Figure 3As shown, the reverse current protection module consists of an ideal diode controller chip and an N-channel MOSEFT transistor connected to it. This achieves a forward voltage drop as low as 20mV and ensures unidirectional current flow from the main power supply KL30 to the load Load_KL30, preventing reverse current and thus avoiding the release of overcapacitated energy. Furthermore, when a short circuit occurs in the load Load_KL30, the current in the N-channel MOSEFT transistor must be greater than the fuse's trip current; the reverse current protection module must not be damaged before the fuse trips. The ideal diode controller chip, i.e., the Oring controller chip, is connected to the source, drain, and gate of the N-channel MOSEFT transistor. It controls the conduction and turn-off of the N-channel MOSEFT transistor based on the voltage between the source and gate, achieving low-loss reverse protection.

[0046] like Figure 4 As shown, the charging management module uses a PFET Buck switch controller. The enable pin EN is connected to the sub-processor. After a command is issued from the sub-processor's GPIO port, the PFET Buck controller is enabled to control the charging circuit to operate in overcapacity charging mode. Its input pin VIN is connected to the output of the reverse current protection module. Low-loss reverse protection is achieved through the reverse current protection module's Oring controller and a high-power MOSFET. The PGATE pin of the PFET Buck switch controller is connected to the gate of a MOSFET. The source of the MOSFET and the input pin VIN of the PFET Buck switch controller are both connected to the output of the reverse current protection module, i.e., connected to the main power supply. Its drain is connected to the backup power supply.

[0047] The backup power supply's cell modules can be supercapacitors, lithium batteries, lead-acid batteries, vehicle backup power supplies, etc., depending on actual needs.

[0048] During charging, the PFET Buck switch controller uses the feedback signal FB to achieve constant on-time control. When the PFET is off, the load current is provided by the inductor and output capacitor. As the output voltage drops, the voltage at the feedback input pin FB also drops. When the voltage drops to a threshold, the PFET immediately turns on. During the PFET's on-time, the inductor current rises, causing the voltage at the feedback input pin FB to rise until it exceeds the feedback comparison threshold, thus achieving the target output voltage Vout. Additionally, an ideal diode is connected in series at the output to ensure that, during a mains power failure, the backup power supply will not output energy to the load Load_KL30 through the charging control module if no unlock signal is received.

[0049] like Figure 5As shown, the discharge control switch uses a combination switch consisting of a pair of back-to-back NMOS transistors and an Oring controller chip. The subprocessor generates an unlock signal, which is controlled by the Oring controller chip to turn the transistors on and off. The input of the transistors is connected to the output of the backup power supply, and its output is connected to the door lock drive module, which in turn connects to the door lock motor. When the backup power supply is charging or not needed for door unlocking, the discharge control switch is off to prevent the main circuit from directly charging the backup power supply, which could cause overcurrent or overcapacity damage to the charging circuit. When the backup power supply is needed for door unlocking, the subprocessor generates an unlock signal to turn on the discharge control switch, allowing the backup power supply to power the door lock drive module and enable the door lock motor to operate.

[0050] This door lock drive module is used to control the operation of the door lock motor. It has two different design methods, and the parallel or series control architecture can be selected according to the actual situation of different vehicles.

[0051] like Figure 6 As shown, the parallel control architecture is as follows:

[0052] The door lock motor is controlled by MOSFETs Q1 and Q2 to perform the unlocking action. MOSFET Q1 acts as a high-side switch, connected to the positive terminal of the door lock motor's drive power supply. Its drive level is provided by the voltage generation circuit inside the CPM control chip of the backup power supply, and its on / off state is controlled by the subprocessor. Q2 acts as a low-side switch, connected to the positive terminal of the door lock motor's drive power supply. Its drive level comes directly from the backup power supply and is also independently controlled by the subprocessor.

[0053] Specifically, the drain of the field-effect transistor Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the drive power supply of the door lock motor, and its gate is connected to the control chip of the backup power supply; the drain of the field-effect transistor Q2 is connected to the negative terminal of the drive power supply of the door lock motor, its source is grounded, and its gate is connected to the control chip of the backup power supply. The door lock motor is also connected to the body domain controller through the body door lock drive module.

[0054] Under normal operating conditions, MOSFETs Q1 and Q2 remain disconnected, and the regular opening and closing operations of the door locks are directly driven by the vehicle body domain controller. When a collision signal is triggered, the system, after a certain delay or upon receiving a door button signal, controls the subprocessor to sequentially close the MOSFETs Q1 and Q2 corresponding to each door lock, forming a backup power supply such as a supercapacitor discharge circuit, which drives the corresponding door lock motor to perform an emergency unlocking operation. The specific door opening sequence and discharge duration are controlled by software.

[0055] Because the aforementioned parallel control architecture requires changes to the wiring and some functions of the vehicle domain controller, but these changes are not permitted for some vehicle models, this utility model designs as follows: Figure 7The serial control architecture shown:

[0056] The door lock motor is controlled collaboratively by MOSFETs Q1, Q2, Q3, and Q4 to perform the unlocking action. The drive levels of MOSFETs Q1, Q3, and Q4 are provided by the voltage generation circuit inside the CPM control chip of the backup power supply, and their conduction and shutdown are controlled by the subprocessor. The drive level of MOSFET Q4 comes directly from the backup power supply, such as the supercapacitor module, and is also independently regulated by the subprocessor.

[0057] Specifically, the drain of MOSFET Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the door lock motor's drive power supply, and its gate is connected to the control chip of the backup power supply; the drain of MOSFET Q2 is connected to the negative terminal of the door lock motor's drive power supply, its source is grounded, and its gate is connected to the control chip of the backup power supply; the drain of MOSFET Q3 is connected to the positive terminal of the door lock motor's drive power supply, its gate is connected to the control chip of the backup power supply, and its source is connected to the vehicle body door lock drive module; the source of MOSFET Q4 is connected to the negative terminal of the door lock motor's drive power supply, its gate is connected to the control chip of the backup power supply, and its drain is connected to the vehicle body door lock drive module, which is connected to the vehicle body domain controller.

[0058] Under normal operating conditions, MOSFETs Q1 and Q2 remain open, while MOSFETs Q3 and Q4 remain closed. Regular door lock opening and closing operations are directly driven by the vehicle domain controller. When a collision signal is triggered, the system, after a delay or upon receiving a door button signal, controls the MOSFETs Q3 and Q4 to disconnect. This completely shields the vehicle domain controller from interference with the backup power supply's CPM control chip. Then, the corresponding MOSFETs Q1 and Q2 for each door lock are sequentially closed to form a backup power supply, similar to a supercapacitor discharge circuit, driving the corresponding door lock motor to perform an emergency unlocking operation. The specific door opening sequence and discharge duration are controlled by software.

[0059] Considering that the drive power supply of the door lock motor itself has a certain voltage, in order for the door lock drive module to be driven smoothly, the drive voltage of the field-effect transistors Q1, Q3, and Q4 must be generated by a specific voltage generation circuit to meet the conduction control of the corresponding field-effect transistors. This voltage generation circuit adopts a dual-power redundant design, which can draw power from the vehicle's constant power supply, namely the main power supply KL30, and the backup power supply, such as the supercapacitor module (which serves as a backup when the main power supply fails after a collision). The voltage is first reduced to the first threshold voltage, such as 12V, by an LDO linear regulator, which serves as the input power supply for the charge pump. Then, the charge pump raises it to the second threshold voltage, such as 24V, to form a stable high-voltage drive signal, ensuring that the threshold voltage V_GS of the field-effect transistors Q1, Q3, and Q4 meets the full conduction requirement.

[0060] This charge pump is constructed using a timer integrated circuit chip (operating voltage range 2V~15V, compatible with low-voltage scenarios). First, a PWM wave oscillation circuit is built using the timer integrated circuit chip, and then a boost circuit is formed in conjunction with transistors Q1' and Q2'. The specific circuit diagram is shown below. Figure 8 As shown, when the PWM wave is low, the NPN transistor Q1' is off and the PNP transistor Q2' is on, and the energy storage capacitor C1 is charged to the input voltage (approximately 12V). When the PWM wave transitions to a high level, the NPN transistor Q1' is on and the PNP transistor Q2' is off, and the negative potential of the energy storage capacitor C1 is pulled up to the power supply voltage. Due to the unidirectional conduction characteristic of the diode D1, the positive potential of the energy storage capacitor C1 is forced to rise to approximately twice the input voltage (approximately 24V), and energy is transferred to the output capacitor C2 through the diode D2, forming a stable high-voltage drive signal.

[0061] When using the vehicle door lock backup unlocking system with domain control coordination function of this utility model for unlocking control, if the main power supply is working normally / the vehicle domain controller is working, the main power supply will supply power to the vehicle door lock drive module to control the door to unlock as needed;

[0062] In the event of a collision or other event that causes the main power supply to fail or the load line to disconnect, and the vehicle domain controller to malfunction, it becomes impossible to control the door lock drive module through the vehicle's own controller to unlock the doors. However, the vehicle door lock backup unlocking system of this invention is equipped with an independent door lock drive module. When the subprocessor receives a collision signal from the signal detection module and a fault command from the main vehicle controller, it will control the discharge control switch to turn on, allowing the backup power supply to directly power the door lock drive module to control the door lock motor and unlock the doors.

[0063] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples. Various changes or modifications can be made to these embodiments without departing from the principles and essence of the present invention. Therefore, the scope of protection of the present invention is defined by the appended claims.

Claims

1. A vehicle door lock backup unlocking system with domain control collaboration function, characterized in that: The system includes a door lock motor and a backup power supply. The backup power supply is connected to the door lock motor sequentially via a discharge control switch and a door lock drive module, connected to the main power supply via a charging management module, and connected to a signal recognition module via a subprocessor. The signal detection module is connected to the airbag unit, and the subprocessor is also connected to the vehicle's main controller. The door lock motor is connected to the vehicle body domain controller, and the control terminal of the discharge control switch is connected to the sub-processor. The signal detection module is used to detect the PWM wave corresponding to the collision signal. The subprocessor receives collision signals and / or fault signals from the vehicle's main controller, controls the discharge control switch to turn on, and supplies power to the door lock drive module from the backup power supply to control the door lock motor to work.

2. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 1, characterized in that: The door lock drive module includes field-effect transistors Q1 and Q2. The drain of field-effect transistor Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the drive power supply for the door lock motor, and its gate is connected to the control chip of the backup power supply. The drain of the field-effect transistor Q2 is connected to the negative terminal of the drive power supply for the door lock motor, its source is grounded, and its gate is connected to the control chip of the backup power supply. The door lock motor is also connected to the body domain controller via the body door lock drive module.

3. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 1, characterized in that: The door lock drive module includes field-effect transistors Q1, Q2, Q3, and Q4. The drain of the field-effect transistor Q1 is connected to the output terminal of the discharge control switch, its source is connected to the positive terminal of the drive power supply for the door lock motor, and its gate is connected to the control chip of the backup power supply. The drain of the field-effect transistor Q2 is connected to the negative terminal of the drive power supply for the door lock motor, its source is grounded, and its gate is connected to the control chip of the backup power supply. The drain of the field-effect transistor Q3 is connected to the positive terminal of the drive power supply for the door lock motor, its gate is connected to the control chip of the backup power supply, and its source is connected to the vehicle door lock drive module. The source of the field-effect transistor Q4 is connected to the negative terminal of the drive power supply for the door lock motor, its gate is connected to the control chip of the backup power supply, and its drain is connected to the vehicle door lock drive module. The vehicle door lock drive module is connected to the vehicle domain controller.

4. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 2 or 3, characterized in that: The gates of the field-effect transistors Q1, Q3, and Q4 are all connected to the voltage generation circuit. The voltage generation circuit is used to generate the drive voltage required for the operation of field-effect transistors Q1, Q3, and Q4. It includes an LDO linear regulator, the input of which is connected to a backup power supply or the main power supply, and its output is connected to a charge pump. The charge pump is connected to the gates of field-effect transistors Q1, Q3, and Q4. The LDO linear regulator is used to reduce the voltage of the backup power supply or the main power supply to a first threshold voltage, and the charge pump is used to boost the first threshold voltage to a second threshold voltage.

5. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 4, characterized in that: The charge pump is constructed using a timer integrated circuit chip.

6. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 1, characterized in that: The signal detection module includes transistors Qa and Qb. The emitter of transistor Qa is connected to a reference voltage, its collector is connected to the processor, and its base is connected to the collector of transistor Qb. The emitter of transistor Qb is grounded, and its base is connected to the airbag unit in sequence through a Zener diode and a general diode. A pull-up power supply is connected between the Zener diode and the general diode.

7. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 6, characterized in that: The transistor Qa is a PNP type, and the transistor Qb is an NPN type.

8. The vehicle door lock backup unlocking system with domain control collaboration function according to claim 1, characterized in that: The main power supply is also connected to the charging management module through an anti-backflow module. The anti-backflow module is used to ensure that current can only flow from the main power supply to the door lock motor and the backup power supply, preventing reverse flow.

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