A dual-mode emergency relay

Abstract

This utility model provides a dual-mode emergency relay, belonging to the field of automotive safety technology. The dual-mode emergency relay includes: a coil, one end of which is electrically connected to a control signal input pin, and the other end of which is electrically connected to a power supply negative pin; the coil is used to drive a moving contact pin to switch between a normally closed contact pin and a normally open contact pin; a thyristor, the anode of which is electrically connected to the moving contact pin, and the cathode of which is electrically connected to the control signal input pin; a universal collision sensor, one leg of which is connected to the control electrode of the thyristor, and the other leg of which is connected to the anode of the thyristor; a relay housing, in which the coil, thyristor, universal collision sensor, moving contact pin, normally closed contact pin, and normally open contact pin are all housed; and a metal lead, which is embedded in the base of the relay housing.

Description

Technical Field

[0001] This utility model relates to the field of automotive safety technology, specifically a dual-mode emergency relay. Background Technology

[0002] Existing relays are generally used to perform switching on and off of high load currents, or signal conversion between normally open and normally closed. As passive actuators, they do not have autonomous detection, response, or self-locking functions. Their functions all depend on the continuous input of external signals. When a vehicle is involved in a collision, the driver's panic, injury, or shock, damage to external control signal lines, power failure of the central controller, or interruption of driver incapacity can all cause the relays to fail to respond. For example, the door locking mechanism may fail to unlock, the hidden handle may fail to pop out, the windows and sunroof may lose their emergency opening function, the hazard warning lights may fail, the child locks may remain locked, the high-voltage electrical system may fail to cut off the power in time, and the fuel system may continue to supply fuel for combustion. The abnormality of the above functions will seriously hinder the escape of occupants and external rescue.

[0003] With the increasing number of cars, traffic accidents are becoming increasingly difficult to prevent. Current relay-driven switches lack the ability to respond autonomously to accident impacts, thus failing to provide systems and equipment with power, status information, decision-making services, and technical support (such as emergency escape equipment, accident emergency response systems, rear-end collision prevention flashing lights, automatic doors, electronic window breakers, GPS alarm and distress positioning, as well as monitoring and intervention services for disaster prevention and mitigation, emergency response, and rapid response).

[0004] Although the utility model patent with application number CN201420847522.0 discloses an impact-responsive relay that can automatically trigger conduction upon collision, it only functions in accident scenarios. Due to the extremely low probability of such accidents, its daily usage rate is almost zero, and it may not even be used throughout the entire lifespan of the vehicle, thus occupying circuit board space and increasing additional costs. Furthermore, because the internal circuitry of this relay is designed to reject external control signals, it is not directly compatible with conventional relays. If the original vehicle relay is replaced with this patented product, it cannot respond to conventional control signal commands, leading to practical application failure. In addition, for early commercial vehicles, adapting to this patented relay requires modifying the original vehicle's circuit layout, introducing unpredictable risks (such as decreased circuit stability and reliability, and insurance claim denials), and the upgrade process is cumbersome and inefficient, severely hindering its promotion and application. Utility Model Content

[0005] In view of the above problems, this utility model embodiment provides a dual-mode emergency relay, the dual-mode emergency relay includes: a coil, one end of the coil is electrically connected to a control signal input pin, and the other end is electrically connected to a power supply negative pin, the coil is used to drive the moving contact pin to switch between a normally closed contact pin and a normally open contact pin;

[0006] A thyristor, wherein the anode of the thyristor is electrically connected to the moving contact pin, and the cathode of the thyristor is electrically connected to the control signal input pin;

[0007] A universal collision sensor, one leg of which is connected to the control electrode of the silicon controlled rectifier (SCR), and the other leg of which is connected to the anode of the SCR.

[0008] The relay housing contains the coil, thyristor, universal collision sensor, moving contact pin, normally closed contact pin, and normally open contact pin.

[0009] Metal leads are embedded in the base of the relay housing.

[0010] In one implementation, the thyristor adopts a unidirectional thyristor structure.

[0011] In one implementation, the number of metal leads on the relay housing base is four or five.

[0012] The above-described one or more technical solutions in the embodiments of this application have at least one or more of the following technical effects:

[0013] This utility model provides a dual-mode emergency relay that is fully compatible with conventional relays and can be directly replaced or interchanged. When interchanged, under normal operating conditions, its coil is still controlled by external signals through the control signal input pin and is compatible with the original vehicle circuit. When a collision occurs, even if there is no external input signal, or the input signal is faulty, malfunctioning, negligent, out of control, disconnected, or inactive, its universal collision sensor can still trigger the thyristor to conduct, switching contacts to activate the emergency function. This application achieves dual-mode coordination of conventional control and emergency triggering through the built-in universal collision sensor and thyristor. Because it retains the functions of traditional relays, it can be directly replaced without modifying the original vehicle circuit, demonstrating its superior compatibility. The same model of relay in any vehicle can be directly replaced (plug and play), achieving the purpose of quickly upgrading intelligent auxiliary safety. Because this application pertains to independently executed hardware and also falls under the category of intelligent safety hardware, it perfectly aligns with the national standard legislation's mandatory dual-redundancy design for traffic accidents. Its intelligent, fully compatible, dual-modal design greatly enhances the auxiliary safety performance of the vehicle system, elevating the vehicle's passive safety indicators to the extreme.

[0014] The above description is merely an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this utility model more obvious and understandable, specific embodiments of this utility model are given below. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art 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 based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram showing the connection between the internal universal collision sensor, the thyristor, and the coil of a dual-mode emergency relay in an embodiment of this utility model.

[0017] Figure 2 This is a structural diagram showing the appearance and pin electrical function layout of a dual-mode emergency relay according to an embodiment of this utility model;

[0018] Figure 3 This is a structural diagram illustrating the interchangeability and functional inheritance relationship between a dual-mode emergency relay and the original vehicle relay in an embodiment of this utility model.

[0019] Figure 4 This is a schematic diagram of the external electrical control principle of a dual-mode emergency relay after replacing the original relay in an embodiment of this utility model.

[0020] Explanation of reference numerals in the attached diagram: 100, coil; 200, control signal input pin; 300, negative power supply pin; 400, moving contact pin; 500, normally closed contact pin; 600, normally open contact pin; 700, thyristor; 800, power supply; 900, universal collision sensor; 1000, control switch. Detailed Implementation

[0021] The overall concept of the technical solution provided by this utility model is as follows:

[0022] Please see Figures 1 to 4 Dual-mode emergency relays include:

[0023] Coil 100, one end of which is electrically connected to control signal input pin 200, and the other end of which is electrically connected to power supply negative pin 300. Coil 100 is used to drive moving contact pin 400 to switch between normally closed contact pin 500 and normally open contact pin 600. Specifically, the main function of coil 100 is to control the switching of moving contact pin 400 through electromagnetic attraction to achieve indirect control of high current output. One end of coil 100 is electrically connected to control signal input pin 200. This means that when the external control switch 1000 is turned on (e.g., by a driver's operating command or a central controller output) and applied to the control signal input pin 200, current can pass through the coil 100 and form a complete circuit with the negative power supply pin 300. When current passes through the coil 100, according to the principle of electromagnetic induction, a magnetic field is generated inside the coil 100. This magnetic field causes the moving contact pin 400 to switch between the normally closed contact pin 500 and the normally open contact pin 600, thus executing the task. For example, if the normally closed contact pin 500 is connected to the fuel pump supply system, when the control switch 1000 is turned on, the magnetic field of the coil 100 causes the normally closed contact pin 500 to disconnect from the power supply 800, and the fuel pump stops supplying fuel. If the normally open contact pin 600 is connected to the sunroof motor, when the control switch 1000 is turned on, the magnetic field of the coil 100 causes the normally open contact pin 600 to turn on, and the power supply 800 supplies power to the sunroof motor, opening the sunroof, and so on.

[0024] The silicon controlled rectifier (SCR) 700 has its anode electrically connected to the moving contact pin 400 and its cathode electrically connected to the control signal input pin 200. The main function of the SCR 700 is to drive the coil 100 by controlling the on / off state of the current, thereby triggering an emergency response. Specifically, the SCR 700 is a commonly used semiconductor device with the characteristic of continuous conduction after being turned on, making it very suitable for emergency systems requiring self-holding functionality. The main circuit of the SCR 700 is connected between the power supply 800 and the input terminal of the coil 100, thereby controlling the current path from the power supply 800 to the coil 100. For example, the SCR 700 utilizes the conduction and cutoff characteristics of semiconductors to control the on / off state of the current. Under normal conditions, the anode and cathode of the SCR 700 are in an off state. When an appropriate control signal is applied, the SCR 700 can switch from a high-impedance state (off) to a low-impedance state (on), thus allowing current to flow.

[0025] The omnidirectional collision sensor 900 has one pin connected to the control electrode of the silicon controlled rectifier (SCR) 700, and the other pin connected to the anode of the SCR 700. This omnidirectional collision sensor 900 can monitor the acceleration threshold changes of a vehicle in all directions in real time. When a collision event is detected, the SCR 700 is permanently turned on because the acceleration exceeds a preset value, allowing current to flow through the coil 100 and driving the moving contact pin 400 to switch between normally closed and normally open states.

[0026] The relay housing houses the coil 100, SCR 700, omnidirectional collision sensor 900, moving contact pin 400, normally closed contact pin 500, and normally open contact pin 600. Specifically, the relay housing's shape is consistent with existing common automotive relays, including pin functional layout, pin spacing, size, arrangement, height, and dimensions, to ensure its universality and interchangeability. The relay housing encapsulates and protects the internal electrical components, including the coil 100, SCR 700, omnidirectional collision sensor 900, and contacts, ensuring their safety and reliability in various environments.

[0027] Preferably, the thyristor 700 and the universal collision sensor 900 are integrated on the circuit board to achieve a compact structure and efficient electrical connection. The thyristor 700 and the universal collision sensor 900 are conventional electrical components that can be rationally arranged inside the relay housing according to the actual space.

[0028] Furthermore, when the switching signal of the control switch 1000 is input from the control signal input pin 200, the coil 100 is energized and conducts, causing the moving contact pin 400 to close. The normally closed relay contacts change to normally open and normally open contacts change to normally closed, effectively controlled by external signals. In the event of a traffic accident, although external signals cannot be input, the real-time omnidirectional sensing and detection of the omnidirectional collision sensor 900 triggers the conduction of the thyristor 700, enabling the coil 100 to autonomously switch contact states at the moment of collision, achieving emergency response. Under normal operating conditions, the coil 100 is controlled by external signals and is compatible with the original vehicle's working circuit. However, when a collision occurs, the omnidirectional collision sensor 900 switches the relay contacts in an emergency, achieving dual-mode coordination of conventional control and emergency response. In other words, this utility model fully retains the functions of traditional relays without modifying the original vehicle's circuit structure and layout, allowing for direct replacement and substitution, achieving rapid upgrades to security systems. It demonstrates both its superior compatibility and intelligent features.

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0030] Please see Figures 1 to 3 The anode of the thyristor 700 is electrically connected to the moving contact pin 400, and the cathode of the thyristor 700 is electrically connected to the control signal input pin 200 of the coil 100. The conduction of the thyristor 700 requires a trigger signal to be applied to its control electrode. When the omnidirectional collision sensor 900 detects a collision, it sends a trigger signal to the control electrode of the thyristor 700. Once the thyristor 700 is triggered to conduct, it remains in the conducting state even if the trigger signal disappears. This characteristic is called "self-holding". This ensures that even if the sensor signal disappears after a collision, the emergency functions can still remain effective. For example, functions such as door unlocking and window opening will not fail due to signal interruption. When the thyristor 700 is conducting, current flows from the positive power supply 800 through the moving contact pin 400, through the anode and cathode of the thyristor 700, to the coil 100. Its magnetic field drives the moving contact pin 400 to switch between the normally closed contact pin 500 and the normally open contact pin 600. For example, the door locking mechanism will switch from the locked state to the unlocked state, the window will switch from the closed state to the open state, the oil pump will switch from the oil supply state to the oil cut-off state, and so on.

[0031] For further details, please refer to Figure 2 and Figure 3 One pin of the omnidirectional collision sensor 900 is electrically connected to the moving contact pin 400, the positive power supply 800, and the anode of the silicon controlled rectifier (SCR) 700. The other pin of the omnidirectional collision sensor 900 is electrically connected to the control electrode of the SCR 700. The power supply 800 is the operating power input terminal of the omnidirectional collision sensor 900 and also the anode input terminal of the SCR 700. The omnidirectional collision sensor 900 continuously monitors the acceleration changes of the vehicle in all directions. When a collision occurs, the omnidirectional collision sensor 900 detects the sudden change in acceleration and outputs a pulse trigger signal to the control electrode of the SCR 700, causing its anode and cathode to conduct, allowing current to flow.

[0032] Preferably, the thyristor 700 adopts a unidirectional thyristor structure.

[0033] Furthermore, the relay housing base is equipped with metal leads, which are embedded in the base of the relay housing. The number of metal leads on the relay housing base is either 4 or 5. These metal leads act as a bridge between the internal and external circuits of the relay, enabling current conduction and signal transmission. They bring the internal functional pins (control signal input pin 200, power negative pin 300, moving contact pin 400, normally closed contact pin 500, normally open contact pin 600, etc.) to the outside of the relay for easy connection to sockets on the vehicle's circuit board. Both 4-pin and 5-pin layouts are based on the international standard layout of existing automotive relays. A characteristic of a 4-pin relay is that it only has a normally closed contact pin 500 output, and no normally open contact pin 600 output; or it only has a normally open contact pin 600 output, and no normally closed contact pin 500 output.

[0034] To facilitate direct replacement and upgrades, the dual-mode emergency relay's housing dimensions and pin layout are identical to those of standard automotive relays, possessing internationally universal characteristics. Therefore, it is interchangeable and compatible with any existing relay of the same type. Any vehicle can easily upgrade its functionality by simply removing the original relay and inserting this one, without requiring any additional modifications or adjustments to the vehicle's electrical system, thus simplifying the upgrade process.

[0035] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0036] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this utility model without departing from the spirit and scope of the embodiments of this utility model. Therefore, if these modifications and variations to the embodiments of this utility model fall within the scope of the claims of this utility model and their equivalents, then this utility model also intends to include these modifications and variations.

Claims

1. A dual-mode emergency relay, characterized in that, include: A coil, one end of which is electrically connected to a control signal input pin and the other end of which is electrically connected to a power supply negative pin, is used to drive a moving contact pin to switch between a normally closed contact pin and a normally open contact pin; A thyristor, wherein the anode of the thyristor is electrically connected to the moving contact pin, and the cathode of the thyristor is electrically connected to the control signal input pin; A universal collision sensor, one leg of which is connected to the control electrode of the silicon controlled rectifier (SCR), and the other leg of which is connected to the anode of the SCR. The relay housing contains the coil, thyristor, universal collision sensor, moving contact pin, normally closed contact pin, and normally open contact pin. Metal leads are embedded in the base of the relay housing.

2. The dual-mode emergency relay according to claim 1, characterized in that, The thyristor adopts a unidirectional thyristor structure.

3. A dual-mode emergency relay according to claim 1, characterized in that, The relay housing base has 4 or 5 metal leads.

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