Power supply protection circuit and system of vehicle steering and braking integrated system and vehicle

Abstract

The application relates to the technical field of automobile control systems, and discloses a power supply protection circuit and system of a vehicle steering and braking integrated system and a vehicle, wherein the power supply protection circuit comprises: a steering motor connected to the output end of a steering drive module, and a first controllable switching device connected between the power supply input end of the steering drive module and a power supply; a braking motor connected to the output end of a braking drive module, and a second controllable switching device connected between the power supply input end of the braking drive module and the power supply; and a control module adapted to be connected to the first controllable switching device and the second controllable switching device, and configured to control the on-off of the first controllable switching device and / or the second controllable switching device to perform power-off protection on the steering motor and the braking motor. The application can accurately isolate a single system fault, avoid simultaneous failure of the steering system and the braking system, thereby ensuring driving safety and significantly improving the reliability of the integrated system.

Description

Technical Field

[0001] This application relates to the field of automotive control system technology, and in particular to a power supply protection circuit, system, and vehicle for an integrated vehicle steering and braking system. Background Technology

[0002] Automotive control systems typically design the Electric Power Steering (EPS) system and the Integrated Power Brake (IPB) system as two separate systems, each with its own controller, and they communicate with each other via the Controller Area Network (CAN).

[0003] Some related technologies integrate the EPS controller and IPB controller into a single controller to reduce the number of controllers required. However, if either the EPS system or the IPB system fails, the controller itself may be damaged, leading to the simultaneous failure of both systems and severely compromising driving safety. Utility Model Content

[0004] This application provides a power supply protection circuit, system, and vehicle for an integrated vehicle steering and braking system. It solves the technical problem that when the steering system and braking system are integrated into the same controller, a single system failure can easily lead to the simultaneous failure of both systems. It can accurately isolate a single system failure, avoid the simultaneous failure of the steering system and braking system, thereby ensuring driving safety and significantly improving the reliability of the integrated system.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, this application provides a power supply protection circuit for a vehicle steering and braking integrated system, the power supply protection circuit comprising: A steering drive module, wherein the output terminal of the steering drive module is connected to a steering motor, and a first controllable switching device is connected between the power input terminal of the steering drive module and the power supply. A braking drive module, the output terminal of which is connected to a brake motor, and a second controllable switching device is connected between the power supply input terminal of the braking drive module and the power supply. A control module is provided, which is adapted to be connected to the first controllable switching device and the second controllable switching device respectively. The control module is configured to receive current sampling signals fed back by the steering drive module and the braking drive module, and control the on / off of the first controllable switching device and / or the second controllable switching device when the current sampling signal exceeds a preset current threshold, so as to provide power-off protection for the steering motor and the braking motor.

[0006] The power supply protection circuit proposed in this application provides power protection by setting corresponding controllable switching devices at the power input terminals of the steering drive module and the brake drive module. The control module controls the switching on and off of these devices based on current sampling signals fed back from the steering drive module and the brake drive module, thereby promptly cutting off the power supply to the corresponding motors and preventing damage to the steering motor, brake motor, and control module due to abnormal current, thus achieving power-off protection. Furthermore, this application achieves independent power-off protection for the steering motor and brake motor through controllable switching devices, enabling precise isolation of single system faults and preventing simultaneous failure of the steering and braking systems, thereby ensuring driving safety and significantly improving the reliability of the integrated system.

[0007] Optionally, the steering drive module includes a first pre-drive chip and a first current sampling unit; The first current sampling unit includes a plurality of first sampling resistors, the first end of each first sampling resistor is connected to the corresponding phase winding of the steering motor, and the second end of each first sampling resistor is grounded. The sampling terminals of the first pre-drive chip are respectively connected to the two ends of each of the first sampling resistors, and the feedback terminals of the first pre-drive chip are connected to the control module to obtain the steering motor phase current according to the terminal voltage of each of the first sampling resistors, and generate the current sampling signal according to the steering motor phase current and feed it back to the control module.

[0008] This application characterizes the phase current changes of each phase of the steering motor by using the voltage difference across the first sampling resistor. Then, the first pre-drive chip converts the voltage difference across the first sampling resistor into the corresponding current value, thereby generating a precise current sampling signal. This allows for accurate acquisition of the current status of the steering motor, enabling the control module to control the on / off state of the first controllable switching device in a timely and accurate manner. This achieves power-off protection for the steering motor and effectively avoids damage to the motor and control module caused by abnormal steering motor current.

[0009] Optionally, the braking drive module includes a second pre-drive chip and a second current sampling unit; The second current sampling unit includes a plurality of second sampling resistors, the first end of each second sampling resistor is connected to the corresponding phase winding of the brake motor, and the second end of each second sampling resistor is grounded. The sampling terminals of the second pre-drive chip are respectively connected to the two ends of each of the second sampling resistors, and the feedback terminals of the second pre-drive chip are connected to the control module to obtain the phase current of the brake motor according to the terminal voltage of each of the second sampling resistors, and generate the current sampling signal according to the phase current of the brake motor and feed it back to the control module.

[0010] This application characterizes the phase current changes of each phase of the brake motor by using the voltage difference across the second sampling resistor. Then, the second pre-drive chip converts the voltage difference across the second sampling resistor into the corresponding current value, thereby generating a precise current sampling signal. This allows for accurate acquisition of the brake motor's current status, enabling the control module to control the second controllable switching device in a timely and precise manner. This achieves power-off protection for the brake motor and effectively prevents damage to the motor and control module caused by abnormal brake motor current.

[0011] Optionally, the control terminal of the first controllable switch is connected to the control module via a first power chip, the first terminal of the first controllable switch is connected to the power supply, and the second terminal of the first controllable switch is connected to the power input terminal of the steering drive module. The control terminal of the second controllable switch is connected to the control module via the second power chip, the first terminal of the second controllable switch is connected to the power supply, and the second terminal of the second controllable switch is connected to the power input terminal of the brake drive module.

[0012] This application achieves independent power supply control for the steering motor by switching on and off the first controllable switch device, and achieves independent power supply control for the brake motor by switching on and off the second controllable switch device. This ensures that when the control module controls the first or second controllable switch device to cut off the power supply to the corresponding motor, it will not interfere with the power supply path of other motors, thereby achieving effective isolation of unilateral faults, ensuring driving safety, and significantly improving the overall reliability and stability of the vehicle steering and braking integrated system.

[0013] Optionally, the steering drive module, the braking drive module, the control module, the first controllable switching device, and the second controllable switching device are disposed on a PCB circuit board, and the PCB circuit board is provided with a first fireproof groove and a second fireproof groove; The first fireproof groove is located between the steering drive module and the control module, and the second fireproof groove is located between the braking drive module and the control module.

[0014] This application sets up corresponding fireproof slots between the steering drive module and the control module, and between the braking drive module and the control module, to achieve physical isolation between the control module and the drive module. This effectively prevents the risk of failure caused by the control module being burned due to extreme faults such as short circuit and fire in the drive module. At the same time, it can reduce the impact of the heat generated by the drive module on other components, which is beneficial to improving the reliability and durability of the circuit.

[0015] Optionally, the steering drive module is disposed in the first corner area of ​​the PCB circuit board, and the braking drive module is disposed in the second corner area of ​​the PCB circuit board.

[0016] This application places the steering drive module and the braking drive module in the corner area of ​​the PCB circuit board, which can not only minimize the thermal impact of the heat generated by the drive module on other components, but also shorten the length of the fireproof groove compared with other layout methods. This reduces the material cost of the fireproof groove while meeting the fireproof isolation requirements.

[0017] Optionally, the power supply protection circuit further includes a first temperature sensor, which is connected to the control module to obtain a first temperature signal of the first corner area and feed it back to the control module.

[0018] This application enables the control module to monitor the temperature of the area where the steering drive module is located in real time by setting a first temperature sensor, so as to determine whether the heating state of the steering drive module is abnormal in a timely manner, and control the first controllable switching device to cut off the power supply to the steering motor when the heating is abnormal, so as to avoid the risk of short circuit failure of the steering motor and further improve the reliability of the circuit.

[0019] Optionally, the power supply protection circuit further includes a second temperature sensor, which is connected to the control module to obtain a second temperature signal of the second corner area and feed it back to the control module.

[0020] This application enables the control module to monitor the temperature of the area where the brake drive module is located in real time by setting a second temperature sensor, so as to determine whether the heating state of the brake drive module is abnormal in a timely manner, and control the second controllable switching device to cut off the power supply to the brake motor when the heating is abnormal, so as to avoid the risk of short circuit failure of the brake motor and further improve the reliability of the circuit.

[0021] Secondly, embodiments of this application provide a vehicle steering and braking integrated system, the system comprising: Steering motor; Brake motor; The aforementioned power supply protection circuit is connected to the steering motor and the brake motor, respectively.

[0022] Thirdly, embodiments of this application provide a vehicle that includes the aforementioned integrated vehicle steering and braking system. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 A schematic diagram of the power supply protection circuit of a vehicle steering and braking integrated system provided in this application embodiment; Figure 2 A circuit diagram of the steering drive module provided in an embodiment of this application; Figure 3 A schematic diagram of the layout of the power supply protection circuit provided in the embodiments of this application on a PCB circuit board; Figure 4 This is a schematic diagram of the structure of the fireproof groove provided in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0027] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0028] In some related technologies, to align with the development trend of vehicle electronic and electrical architecture, the EPS controller and IPB controller are integrated into a single controller. This reduces the number of controllers in the EPS and IPB systems and improves communication efficiency between them. However, both the EPS and IPB systems contain power devices and operate under high current and high power conditions. Due to objective factors such as the working environment, component quality, and improper operation, power device failure is possible. A failure in either the EPS or IPB system poses a risk of damage to the controller, potentially leading to controller burnout and simultaneous failure of both the EPS and IPB systems.

[0029] In other related technologies, an external fuse is added to the controller to cut off the circuit in case of abnormalities such as power device failure, preventing the fault from escalating further. While this method ensures the hardware safety of the controller and related circuits, it can still cause the EPS system and IPB system to fail simultaneously, seriously affecting driving safety.

[0030] To address the aforementioned technical problems, this application provides a power supply protection circuit 10 for a vehicle steering and braking integrated system, such as... Figure 1 As shown, the power supply protection circuit 10 includes a steering drive module 11, a braking drive module 12, and a control module 13.

[0031] The output end of the steering drive module 11 is connected to the steering motor 20, and a first controllable switching device M1 is connected between the power input end of the steering drive module 11 and the power supply 40.

[0032] Specifically, the steering drive module 11 converts the electrical energy from the power supply 40 into a drive signal for the steering motor 20, thereby enabling vehicle steering. A first controllable switch M1 is connected in series between the steering drive module 11 and the power supply 40. If the first controllable switch M1 is in the ON state, the steering drive module 11 operates normally, thereby driving the steering motor 20 to operate normally. If the first controllable switch M1 is in the OFF state, the power supply to the steering drive module 11 is cut off, achieving power-off protection for the steering motor 20.

[0033] The output terminal of the brake drive module 12 is connected to the brake motor 30, and a second controllable switching device M2 is connected between the power input terminal of the brake drive module 12 and the power supply 40.

[0034] Specifically, the brake drive module 12 converts the electrical energy from the power supply 40 into a drive signal for the brake motor 30, thereby enabling vehicle braking. A second controllable switch M2 is connected in series between the brake drive module 12 and the power supply 40. If the second controllable switch M2 is in the ON state, the brake drive module 12 operates normally, driving the brake motor 30 to operate normally. If the second controllable switch M2 is in the OFF state, the power supply to the brake drive module 12 is cut off, providing power-off protection for the brake motor 30.

[0035] The control module 13 is adapted to be connected to the first controllable switch device M1 and the second controllable switch device M2 respectively. The control module 13 is configured to receive the current sampling signals fed back by the steering drive module 11 and the brake drive module 12, and control the on / off of the first controllable switch device M1 and / or the second controllable switch device M2 when the current sampling signal exceeds the preset current threshold, so as to provide power-off protection for the steering motor 20 and the brake motor 30.

[0036] Specifically, the control module 13 monitors the current sampling signals fed back from the steering drive module 11 and the brake drive module 12 in real time. These current sampling signals characterize the operating status of the steering motor 20 and the brake motor 30. The control module 13 has preset current thresholds for different fault conditions. If the current sampling signal fed back by the steering drive module 11 exceeds the preset current threshold, it indicates that the steering motor 20 may have a short circuit or other risk. In this case, the control module 13 will control the first controllable switch M1 to quickly open, cutting off the power supply to the steering motor 20 in a timely manner, thus achieving power-off protection for the steering motor 20. Similarly, if the current sampling signal fed back by the brake drive module 12 exceeds the preset current threshold, it indicates that the brake motor 30 may have a short circuit or other risk. In this case, the control module 13 will control the second controllable switch M2 to quickly open, cutting off the power supply to the brake motor 30 in a timely manner, thus achieving power-off protection for the brake motor 30.

[0037] The power supply protection circuit 10 provided in this embodiment of the application sets corresponding controllable switching devices at the power supply input terminals of the steering drive module 11 and the brake drive module 12, respectively. The control module 13 controls their on / off switching based on the current sampling signals fed back from the steering drive module 11 and the brake drive module 12, thereby timely cutting off the power supply to the corresponding motors and avoiding damage to the steering motor 20, brake motor 30, and control module 13 due to abnormal current, thus achieving power-off protection. In addition, this application achieves independent power-off protection for the steering motor and brake motor 30 through controllable switching devices, which can accurately isolate single system failures and avoid simultaneous failure of the steering system and braking system, thereby ensuring driving safety and significantly improving the reliability of the integrated system.

[0038] In some embodiments of this application, the steering drive module 11 includes a first pre-drive chip 111 and a first current sampling unit 112. Wherein, as... Figure 2 As shown, the first current sampling unit 112 includes a plurality of first sampling resistors, the first end of each first sampling resistor is connected to the corresponding phase winding of the steering motor 20, and the second end of each first sampling resistor is grounded.

[0039] The sampling terminals of the first pre-drive chip 111 are connected to the two ends of each of the first sampling resistors, and the feedback terminals of the first pre-drive chip 111 are connected to the control module 13 to obtain the steering motor phase current according to the terminal voltage of each of the first sampling resistors, and generate a current sampling signal according to the steering motor phase current and feed it back to the control module 13.

[0040] Specifically, in this embodiment, a three-phase brushless direct current motor (BLDC) is used as the steering motor 20. The first current sampling unit 112 corresponds to phases A, B and C of the steering motor 20, and three first sampling resistors, namely resistors R1, R2 and R3, are set respectively. The phase current of each phase of the steering motor 20 flows through the corresponding first sampling resistor, so that a voltage difference is generated across the first sampling resistor.

[0041] In this embodiment, the first pre-drive chip 111 is model A4911. It drives the three-phase BLDC motor by controlling the three-phase bridge topology metal-oxide-semiconductor field-effect transistor (MOSFET). The sampling terminal of the first pre-drive chip 111 can obtain the voltage difference across each first sampling resistor, and calculate the phase current of each phase of the steering motor 20 by combining the resistance value of the first sampling resistor. The current sampling signal is generated based on the total current value obtained by adding the three phase currents.

[0042] In this embodiment, the voltage difference across the first sampling resistor represents the phase current change of each phase of the steering motor 20. Then, the first pre-drive chip 111 converts the voltage difference across the first sampling resistor into a corresponding current value, thereby generating a precise current sampling signal. This allows for accurate acquisition of the current status of the steering motor 20, enabling the control module 13 to control the on / off state of the first controllable switching device in a timely and accurate manner. This achieves power-off protection for the steering motor 20 and effectively prevents damage to the motor and control module 13 caused by abnormal current in the steering motor 20.

[0043] In some embodiments of this application, the braking drive module includes a second pre-drive chip and a second current sampling unit. The second current sampling unit includes multiple second sampling resistors, each with its first terminal connected to a corresponding phase winding of the brake motor, and its second terminal grounded.

[0044] The sampling terminals of the second pre-drive chip are connected to the two ends of each second sampling resistor, and the feedback terminal of the second pre-drive chip is connected to the control module 13 to obtain the phase current of the brake motor according to the terminal voltage of each second sampling resistor, and generate a current sampling signal according to the phase current of the brake motor and feed it back to the control module 13.

[0045] Specifically, the circuit structure of the braking drive module is similar to that of the steering drive module 11, as detailed in the above embodiments. Similarly, in this embodiment, a three-phase BLDC motor is used as the braking motor. The second current sampling unit corresponds to phases A, B, and C of the braking motor, and three second sampling resistors, R4, R5, and R6, are respectively provided. The phase current of each phase of the braking motor flows through the corresponding second sampling resistor, resulting in a voltage difference across the second sampling resistor.

[0046] The second pre-drive chip is also model A4911, and the sampling terminal of the second pre-drive chip can obtain the voltage difference across each second sampling resistor, and calculate the phase current of each phase of the brake motor by combining the resistance value of the second sampling resistor, and generate the above current sampling signal based on the total current value obtained by adding the three phase currents.

[0047] In this embodiment, the voltage difference across the second sampling resistor represents the phase current change of each phase of the brake motor. Then, the second pre-drive chip converts the voltage difference across the second sampling resistor into a corresponding current value, thereby generating a precise current sampling signal. This allows for accurate acquisition of the brake motor's current status, enabling the control module 13 to control the second controllable switching device in a timely and precise manner. This achieves power-off protection for the brake motor and effectively prevents damage to the motor and control module 13 caused by abnormal brake motor current.

[0048] In some embodiments of this application, such as Figure 1As shown, the control terminal of the first controllable switch M1 is connected to the control module 13 via the first power chip 14. The first terminal of the first controllable switch M1 is connected to the power supply 40, and the second terminal of the first controllable switch M1 is connected to the power input terminal of the steering drive module 11. The control terminal of the second controllable switch M2 is connected to the control module 13 via the second power chip 15. The first terminal of the second controllable switch M2 is connected to the power supply 40, and the second terminal of the second controllable switch M2 is connected to the power input terminal of the brake drive module 12.

[0049] Specifically, the control module 13 generates a corresponding control signal based on the received current sampling signal. The first power chip 14 is a DC-DC voltage conversion chip. The first power chip 14 is used to process the control signal so that it meets the level requirements of the first controllable switching device M1 for the control signal.

[0050] In some embodiments of this application, the first controllable switching device M1 is an N-channel MOSFET. When the current sampling signal exceeds a preset current threshold, it indicates that there is a short circuit risk in the steering motor 20. The control module 13 generates a control signal to turn off the first controllable switching device M1. This control signal is processed by the first power chip 14 and sent to the gate of the first controllable switching device M1, so that it receives a low-level signal, thereby putting the first controllable switching device M1 in the off state. This cuts off the power supply from the power supply 40 to the steering drive module 11, realizing the power-off protection of the steering motor 20. Conversely, when the current sampling signal does not exceed the preset current threshold, the control module 13 generates a control signal to turn on the first controllable switching device M1. This control signal is processed by the first power chip 14 and sent to the gate of the first controllable switching device M1, so that it receives a high-level signal, thereby putting the first controllable switching device M1 in the on state, so as to connect the power supply path between the power supply 40 and the steering motor 20.

[0051] It should be noted that the first controllable switching device M1 can also be a P-channel MOSFET, an insulated gate bipolar transistor (IGBT), a relay, or other devices. In this embodiment, an N-channel MOSFET is used as an example and is not intended to limit this application.

[0052] The working principle of the second controllable switching device M2 is the same as that of the first controllable switching device M1. For details, please refer to the above description, which will not be repeated here.

[0053] This embodiment of the application achieves independent power supply control for the steering motor 20 by switching the first controllable switch M1 on and off, and achieves independent power supply control for the brake motor by switching the second controllable switch M2 on and off. This ensures that when the control module 13 controls the first controllable switch M1 or the second controllable switch M2 to cut off the power supply to the corresponding motor, it will not interfere with the power supply path of other motors. This achieves effective isolation of single-sided faults, ensures driving safety, and significantly improves the overall reliability and stability of the vehicle steering and braking integrated system.

[0054] In some embodiments of this application, such as Figure 3 As shown, the steering drive module 11, the braking drive module 12, the control module 13, the first controllable switch device M1, and the second controllable switch device M2 are mounted on a PCB circuit board, and the PCB circuit board is provided with a first fireproof groove and a second fireproof groove. The first fireproof groove is located between the steering drive module 11 and the control module 13, and the second fireproof groove is located between the braking drive module 12 and the control module 13.

[0055] Specifically, during circuit operation, the steering drive module 11 and the braking drive module 12 generate a large amount of heat. Therefore, in this embodiment, corresponding fireproof grooves are provided in the adjacent areas of the steering drive module 11 and the braking drive module 12 and the control module 13 to achieve fireproof isolation. In this way, even if the steering drive module 11 and the braking drive module 12 are burned due to short circuit failure, it will not affect the normal operation of the circuit in other areas of the PCB board, greatly reducing the possibility of the entire control module 13 failing due to local fire.

[0056] In this embodiment, corresponding fireproof grooves are provided between the steering drive module 11 and the control module 13, and between the braking drive module 12 and the control module 13, respectively, to achieve physical isolation between the control module 13 and the drive module. This effectively prevents the risk of failure caused by extreme faults such as short circuits and fires in the drive module, which could lead to the control module 13 being burned. At the same time, it can reduce the impact of the heat generated by the drive module on other components, which is beneficial to improving the reliability and durability of the circuit.

[0057] Furthermore, such as Figure 3 As shown, the steering drive module 11 is located in the first corner area of ​​the PCB circuit board, and the braking drive module 12 is located in the second corner area of ​​the PCB circuit board.

[0058] Specifically, the steering drive module 11 is located in the lower right corner of the PCB board, the braking drive module 12 is located in the upper left corner of the PCB board, and the control module 13 is located in the lower left corner of the PCB board. This placement of the steering drive module 11 and braking drive module 12 in opposite corner areas of the PCB board, away from circuit components such as the control module 13 that are prone to high-temperature damage, effectively reduces the heat radiation impact of the drive modules on other components. Furthermore, since the steering drive module 11 and braking drive module 12 are located in corner positions, the length of the fireproof groove between them and the control module 13 can be shortened compared to other layouts. This not only reduces the PCB board space occupied by the fireproof groove, facilitating the rational arrangement of other circuit components within a limited board area, but also reduces the material cost of the fireproof groove.

[0059] This application places the steering drive module 11 and the braking drive module 12 in the corner area of ​​the PCB circuit board, which can not only minimize the heat generated by the drive module on other components, but also shorten the length of the fireproof groove compared with other layout methods. This reduces the material cost of the fireproof groove while meeting the fireproof isolation requirements.

[0060] Figure 4 The structural configuration of the fireproof groove is shown. In some embodiments of this application, a groove with a certain width and depth is processed on the PCB, and fireproof and heat-insulating material is filled in the groove to form the first fireproof groove and the second fireproof groove.

[0061] In some embodiments of this application, such as Figure 1 As shown, the power supply protection circuit also includes a first temperature sensor 16, which is connected to the control module 13 to obtain the first temperature signal of the first corner area and feed it back to the control module 13.

[0062] In some embodiments of this application, such as Figure 1 As shown, the power supply protection circuit also includes a second temperature sensor 17, which is connected to the control module 13 to obtain the second temperature signal of the second corner area and feed it back to the control module 13.

[0063] Specifically, in this embodiment, the first temperature sensor 16 and the second temperature sensor 17 can be thermistors. The thermistors monitor temperature changes near the steering drive module 11 and the brake drive module 12 in real time, generating a first temperature signal and a second temperature signal which are fed back to the control module 13. The control module 13 determines whether the fed-back first and second temperature signals exceed a preset temperature threshold. If they exceed the threshold, it indicates a potential short-circuit risk in the corresponding steering drive module 11 or brake drive module 12. In this case, the control module 13 controls the first controllable switch M1 or the second controllable switch M2 to turn off, cutting off the power supply to the steering motor or brake motor. This prevents overheating from causing circuit damage or even fire, providing further assurance for the safe and stable operation of the vehicle steering system.

[0064] This application enables the control module 13 to monitor the temperature of the areas where the steering drive module 11 and the brake drive module 12 are located in real time by setting a first temperature sensor 16 and a second temperature sensor 17. This allows the control module 13 to promptly determine whether the heating state of the steering drive module 11 and the brake drive module 12 is abnormal. When the heating is abnormal, the control module 13 controls the first controllable switch device M1 and the second controllable switch device M2 to cut off the power supply to the corresponding motors, thereby avoiding the risk of short circuit failure of the steering motor and the brake motor and further improving the reliability of the circuit.

[0065] Accordingly, this application also provides a vehicle steering and braking integrated system, which includes a steering motor, a brake motor, and a power supply protection circuit 10 as described in the above embodiments, wherein the power supply protection circuit 10 is connected to the steering motor 20 and the brake motor 30 respectively.

[0066] Accordingly, this application also provides a vehicle, which includes the vehicle steering and braking integrated system as described in the above embodiments.

[0067] The specific configurations and further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0068] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0069] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0070] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0071] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0072] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A power supply protection circuit for a vehicle steering and braking integrated system, characterized in that, The power supply protection circuit includes: Steering drive module (11), the output end of the steering drive module (11) is connected to the steering motor (20), and a first controllable switching device is connected between the power input end of the steering drive module (11) and the power supply (40); Braking drive module (12), the output end of the braking drive module (12) is connected to the brake motor (30), and a second controllable switching device is connected between the power supply input end of the braking drive module (12) and the power supply (40); The control module (13) is adapted to be connected to the first controllable switch device and the second controllable switch device respectively. The control module (13) is configured to receive current sampling signals fed back by the steering drive module (11) and the braking drive module (12), and control the on / off of the first controllable switch device and / or the second controllable switch device when the current sampling signal exceeds a preset current threshold, so as to provide power-off protection for the steering motor (20) and the braking motor (30).

2. The power supply protection circuit according to claim 1, characterized in that, The steering drive module (11) includes a first pre-drive chip (111) and a first current sampling unit (112). The first current sampling unit (112) includes a plurality of first sampling resistors, the first end of each first sampling resistor is connected to the corresponding phase winding of the steering motor (20), and the second end of each first sampling resistor is grounded. The sampling terminals of the first pre-drive chip (111) are respectively connected to the two ends of each of the first sampling resistors, and the feedback terminals of the first pre-drive chip (111) are connected to the control module (13) to obtain the phase current of the steering motor (20) according to the terminal voltage of each of the first sampling resistors, and generate the current sampling signal according to the phase current of the steering motor (20) and feed it back to the control module (13).

3. The power supply protection circuit according to claim 1, characterized in that, The braking drive module (12) includes a second pre-drive chip and a second current sampling unit; The second current sampling unit includes a plurality of second sampling resistors, the first end of each second sampling resistor is connected to the corresponding phase winding of the brake motor (30), and the second end of each second sampling resistor is grounded. The sampling terminals of the second pre-drive chip are respectively connected to the two ends of each of the second sampling resistors, and the feedback terminals of the second pre-drive chip are connected to the control module (13) to obtain the phase current of the brake motor (30) according to the terminal voltage of each of the second sampling resistors, and generate the current sampling signal according to the phase current of the brake motor (30) and feed it back to the control module (13).

4. The power supply protection circuit according to claim 1, characterized in that, The control terminal of the first controllable switch device is connected to the control module (13) via the first power chip (14), the first terminal of the first controllable switch device is connected to the power supply (40), and the second terminal of the first controllable switch device is connected to the power input terminal of the steering drive module (11). The control terminal of the second controllable switch is connected to the control module (13) via the second power chip. The first terminal of the second controllable switch is connected to the power supply (40), and the second terminal of the second controllable switch is connected to the power input terminal of the brake drive module (12).

5. The power supply protection circuit according to claim 1, characterized in that, The steering drive module (11), the braking drive module (12), the control module (13), the first controllable switch device and the second controllable switch device are disposed on a PCB circuit board, and the PCB circuit board is provided with a first fireproof groove and a second fireproof groove; The first fireproof groove is located between the steering drive module (11) and the control module (13), and the second fireproof groove is located between the braking drive module (12) and the control module (13).

6. The power supply protection circuit according to claim 5, characterized in that, The steering drive module (11) is located in the first corner area of ​​the PCB circuit board, and the braking drive module (12) is located in the second corner area of ​​the PCB circuit board.

7. The power supply protection circuit according to claim 6, characterized in that, The power supply protection circuit also includes a first temperature sensor, which is connected to the control module (13) to obtain the first temperature signal of the first corner area and feed it back to the control module (13).

8. The power supply protection circuit according to claim 6, characterized in that, The power supply protection circuit also includes a second temperature sensor, which is connected to the control module (13) to obtain the second temperature signal of the second corner area and feed it back to the control module (13).

9. A vehicle steering and braking integrated system, characterized in that, The system includes: Steering motor (20); Brake motor (30); And a power supply protection circuit (10) as described in any one of claims 1 to 8, wherein the power supply protection circuit (10) is connected to the steering motor (20) and the brake motor (30), respectively.

10. A vehicle, characterized in that, The vehicle includes the vehicle steering and braking integrated system as described in claim 9.

Images