New energy bus instrument module induction voltage shielding structure
Patent Information
- Application Number
- CN202521355913.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-30
- Publication Date
- 2026-09-08
- Estimated Expiration
- 2035-06-30
AI Technical Summary
[0004]本实用新型所要解决的技术问题是：提供一种新能源公交车仪表模块感应电压屏蔽结构，以解决当前在车辆上的仪表盘被唤醒时产生感应电压对其他用电设备造成干扰的问题
1、利用继电器单元线圈的吸合电压阈值实现了物理隔离。当仪表模块仅产生低幅值的感应电压时，该电压无法驱动继电器线圈吸合，继电器触点保持断开状态，从根本上阻断了感应电压传递至乘客门控制器唤醒信号输入端的路径，彻底消除了由此引起的误触发、误动作或功能紊乱问题；
Smart Images
Figure CN224726779U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of electrical equipment technology for new energy vehicles, specifically to a shielding structure for the induction voltage of an instrument module in a new energy bus. Background Technology
[0002] In the daily operation of new energy buses, the instrument module, as a key unit for vehicle information display and control, is used extremely frequently. In actual operation, it has been found that certain electrical devices connected to the instrument module, such as the passenger door controller, frequently exhibit unstable operation. This is mainly because when the instrument module is awakened from sleep mode, due to its complex internal circuitry, numerous electronic components, and diverse power supply methods, an unexpected, low-amplitude induced voltage is generated at its output pins. This induced voltage, typically in the range of 3V to 5V, is considered interference. This causes the passenger door controller to misinterpret this induced voltage, which should have no output, as a weak but valid signal at the moment the instrument module is awakened, leading to false triggering, malfunctions, or functional abnormalities, seriously affecting vehicle safety and operational reliability.
[0003] In existing technologies, directly eliminating such complex induced voltage interference within the instrument module is typically costly and involves intricate circuit modifications. Large-scale modifications at the vehicle wiring harness level, on the other hand, do not meet the practical requirements for ease of repair and maintenance. Therefore, there is an urgent need for an effective solution that is simple in structure, easy to implement, and does not alter the vehicle's original basic wiring or controller itself, to shield or eliminate the interference caused by the induced voltage generated when the instrument module wakes up to downstream electrical equipment, ensuring stable system operation. Utility Model Content
[0004] The technical problem to be solved by this utility model is to provide a shielding structure for the induced voltage of the instrument module of a new energy bus, so as to solve the problem that the induced voltage generated when the instrument panel on the vehicle is woken up will interfere with other electrical equipment.
[0005] To solve the above problems, this utility model provides the following technical solution: a shielding structure for the induction voltage of an instrument module in a new energy bus; it includes an instrument panel module, a passenger door solenoid valve, a passenger door controller, a vehicle power supply, and a relay unit; The dashboard module can output a wake-up electrical signal to the passenger door controller via a cable to control its operation; The passenger door controller is used to input the drive signal that controls the operation of the passenger door solenoid valve; Passenger door solenoid valves are used to control the opening and closing of passenger doors; The vehicle power supply system provides the operating voltage. A relay unit includes a coil and contacts; The instrument panel module is connected to the input terminal of the contact on the relay unit; the output terminal of the contact is connected to the wake-up signal input terminal of the passenger door controller; the drive signal output terminal of the passenger door controller is connected to the passenger door solenoid valve; the positive terminal of the vehicle power supply is connected to the input terminal of the coil and the power supply terminal of the passenger door solenoid valve respectively, and the output terminal of the coil and the ground terminal of the passenger door solenoid valve are both grounded. The coil's pull-in voltage is higher than the maximum induced voltage of 5V generated when the instrument panel module is activated.
[0006] Preferably, the output terminal of the coil and the grounding terminal of the passenger door solenoid valve are two independent grounding points.
[0007] Preferably, a relay socket is provided inside the vehicle, and the relay unit is installed on the relay socket.
[0008] Preferably, the contacts on the relay unit are normally open contacts; these normally open contacts will only close and conduct when the instrument panel module outputs a specified operating voltage.
[0009] The beneficial effects of this utility model are reflected in the following aspects: 1. Physical isolation is achieved by utilizing the coil pull-in voltage threshold of the relay unit. When the instrument module generates only a low-amplitude induced voltage, this voltage cannot drive the relay coil to pull in, and the relay contacts remain open. This fundamentally blocks the path of the induced voltage to the wake-up signal input terminal of the passenger door controller, completely eliminating the problems of false triggering, malfunction, or functional disorder caused by this. 2. Compared to complex circuit modifications within the instrument module or large-scale modifications at the vehicle wiring harness level, this solution only requires connecting a standard relay unit in series on the line between the output of the instrument module and the wake-up signal input of the passenger door controller. This external modification does not require changes to the internal structure of the instrument module, the original wiring harness backbone, or the passenger door controller itself, greatly reducing implementation difficulty, material costs, and labor costs, making it particularly suitable for the modification and maintenance of existing vehicles. 3. This solution does not change the original controller's working logic and signal parameters, has no impact on other vehicle systems, and has excellent compatibility and versatility; it effectively reduces the risk of vehicle malfunctions or safety accidents caused by equipment malfunctions, and improves the overall operational reliability and driving safety of new energy buses. Attached Figure Description
[0010] Figure 1 This is a schematic diagram of the structure of the present invention in an embodiment; Explanation of reference numerals in the attached diagram: 1. Instrument panel module; 2. Passenger door solenoid valve; 3. Passenger door controller; 4. Vehicle power supply; 5. Relay unit; 51. Coil; 52. Contact. Detailed Implementation
[0011] The present invention will be further described below with reference to the accompanying drawings and specific embodiments: Example
[0012] Reference Figure 1 This embodiment provides a shielding structure for the inductive voltage of the instrument module of a new energy bus; it includes an instrument panel module 1, a passenger door solenoid valve 2, a passenger door controller 3, a vehicle power supply 4, and a relay unit 5; The instrument panel module 1 can output a wake-up electrical signal to the passenger door controller 3 via a cable to control its operation; the wake-up electrical signal is a valid high-level signal (such as 12V or 24V) when the instrument panel module is working normally, but a low-amplitude interference induced voltage may be generated at the moment it wakes up from the dormant state. The passenger door controller 3 is used to input the drive signal that controls the operation of the passenger door solenoid valve 2; the passenger door controller uses a DJ7061-1.5-21 sheath for connection; Passenger door solenoid valve 2 is used to control the opening and closing of the passenger door; the passenger door solenoid valve adopts AMP282090-1 type protective sleeve connection; As part of the vehicle's low-voltage power system, vehicle power supply 4 provides a stable DC operating voltage for the instrument panel module, relay coil, passenger door controller, and passenger door solenoid valve. The relay unit 5 includes a coil 51 and contacts 52. In this embodiment, the relay unit is connected using a sheath of model DJ7051YE-4.8 / 6.3-21. The core of relay selection lies in the coil's pull-in voltage threshold, which must be higher than the maximum induced voltage that the instrument panel module may generate. In this embodiment, it is set to be higher than 5V. Specifically, a relay with a pull-in voltage of 8V or higher can be selected. At the same time, its contacts must meet the current carrying capacity and lifespan requirements for signal transmission. The instrument panel module 1 is connected to the input terminal of the contact 52 on the relay unit 5; the output terminal of the contact 52 is connected to the wake-up signal input terminal of the passenger door controller 3; the drive signal output terminal of the passenger door controller 3 is connected to the passenger door solenoid valve 2; the positive terminal of the vehicle power supply 4 is connected to the input terminal of the coil 51 and the power supply terminal of the passenger door solenoid valve 2 respectively; the output terminal of the coil 51 and the ground terminal of the passenger door solenoid valve 2 are both grounded. The pull-in voltage of coil 51 is higher than the maximum induced voltage of 5V generated when instrument panel module 1 is woken up. When the instrument panel module generates an induced voltage lower than the relay pull-in voltage (≤5V), the coil cannot generate sufficient magnetic force, the contacts remain open, and interference voltage is completely blocked, preventing it from reaching the passenger door controller. Only when the instrument panel module outputs a normal, valid wake-up signal higher than the relay pull-in voltage will the coil pull in, the contacts close, and the valid wake-up signal be transmitted to the passenger door controller.
[0013] The output terminal of coil 51 and the grounding terminal of passenger door solenoid valve 2 are two independent grounding points.
[0014] A relay socket is installed inside the vehicle, and relay unit 5 is installed on the relay socket.
[0015] Contact 52 on relay unit 5 is a normally open contact; this normally open contact will only close and conduct when the instrument panel module 1 outputs a specified working voltage.
Claims
1. A shielding structure for the induced voltage of an instrument module in a new energy bus, characterized in that: It includes an instrument panel module (1), a passenger door solenoid valve (2), a passenger door controller (3), a vehicle power supply (4), and a relay unit (5). The dashboard module (1) can output a wake-up electrical signal to the passenger door controller (3) via a cable to control its operation; The passenger door controller (3) is used to input the drive signal that controls the action of the passenger door solenoid valve (2); The passenger door solenoid valve (2) is used to control the opening and closing of the passenger door; The vehicle power supply (4) provides the system's operating voltage; The relay unit (5) includes a coil (51) and a contact (52); The instrument panel module (1) is connected to the input terminal of the contact (52) on the relay unit (5); the output terminal of the contact (52) is connected to the wake-up signal input terminal of the passenger door controller (3); the drive signal output terminal of the passenger door controller (3) is connected to the passenger door solenoid valve (2); the positive terminal of the vehicle power supply (4) is connected to the input terminal of the coil (51) and the power supply terminal of the passenger door solenoid valve (2) respectively; the output terminal of the coil (51) and the grounding terminal of the passenger door solenoid valve (2) are both grounded. The pull-in voltage of the coil (51) is higher than the maximum induced voltage of 5V generated when the instrument panel module (1) is woken up.
2. The new energy bus instrument module induction voltage shielding structure according to claim 1, characterized in that: The output terminal of the coil (51) and the grounding terminal of the passenger door solenoid valve (2) are two independent grounding points.
3. The new energy bus instrument module induction voltage shielding structure according to claim 1, characterized in that: A relay socket is provided inside the vehicle, and the relay unit (5) is installed on the relay socket.
4. The new energy bus instrument module induction voltage shielding structure according to claim 1, characterized in that: The contact (52) on the relay unit (5) is a normally open contact; the normally open contact will close and conduct when the instrument panel module (1) outputs a specified working voltage.