Vehicle-mounted air purifier

Abstract

The utility model relates to air purifier technical field, concretely provides a kind of vehicle-mounted air purifier, comprising: base, filter assembly, sensor, controller;Base includes base main body and support part, and support part one end is set on base main body;Filter assembly rotatable installation is in support part other end, is configured as filter air;The bottom surface of base is provided with circuit board, and filter switch, sensor and controller are provided on circuit board, filter switch is configured as the start-stop of control filter assembly, sensor is connected with controller, and controller is connected with the switch of filter assembly.Easy to disperse driver's attention and cause unmanned operation in related art, and then cause the problem of security risk of manual switch vehicle-mounted air purifier.

Description

Technical Field

[0001] This utility model relates to the field of air purification technology, and in particular to a vehicle-mounted air purifier. Background Technology

[0002] With social development and technological advancements, cars are used more and more in daily life, and people are paying increasing attention to the air quality inside vehicles. Most in-car air purifiers require manual on / off operation by the driver and passengers, and cannot intelligently recognize when the vehicle is started or stopped.

[0003] Currently, most car air purifiers on the market are manually operated, meaning that passengers must manually turn them on when getting into the car and manually turn them off when getting out. Obviously, this manual operation not only easily distracts the driver, but also poses a safety risk if the driver forgets to turn it off after parking and leaving the car.

[0004] There is currently no effective solution to the problem that manually turning on and off in-vehicle air purifiers can easily distract drivers and lead to unattended operation, thus posing safety risks. Utility Model Content

[0005] The present invention provides a vehicle air purifier that at least solves the problem in the related art that manually turning on and off a vehicle air purifier can easily distract the driver and cause the purifier to operate unattended, thereby posing a safety risk.

[0006] This utility model provides a vehicle air purifier, including: a base, a filter assembly, a sensor, and a controller; the base includes a base body and a support part, one end of the support part is disposed on the base body; the filter assembly is rotatably mounted on the other end of the support part and is configured to filter air; a circuit board is disposed on the bottom surface of the base, and a filter switch, a sensor, and a controller are disposed on the circuit board, the filter switch is configured to control the start and stop of the filter assembly, the sensor is connected to the controller, and the controller is connected to the switch of the filter assembly.

[0007] As an optional solution, the sensor is a digital integrated chip; the digital integrated chip includes an accelerometer, a data processing circuit, a communication interface circuit, and a clock circuit; the accelerometer is configured to collect the triaxial acceleration of the base; the accelerometer is connected to the data processing circuit, which is configured to preprocess the triaxial acceleration data; the data processing circuit is connected to the communication interface circuit and the clock circuit, and the communication interface circuit is connected to the controller.

[0008] As an optional embodiment, the digital integrated chip further includes: a signal processing circuit, the accelerometer being connected to the signal processing circuit, and the signal processing circuit being connected to the data processing circuit; the signal processing circuit includes a data buffer component, an extreme value removal component, and a mean calculation component, the data buffer component being connected to the accelerometer; the extreme value removal component includes a comparator and a selector, the input terminal of the comparator being connected to the data buffer component, the output terminal of the comparator being connected to the input terminal of the selector, and the output terminal of the selector being connected to the mean calculation component; the mean calculation component includes an adder and a divider, the input terminal of the adder being connected to the output terminal of the selector, the output terminal of the adder being connected to the output terminal of the divider, and the output terminal of the divider being connected to the data processing circuit.

[0009] As an optional solution, the digital integrated chip further includes: a data storage component; the data storage component is connected to the data processing circuit and is configured to store an acceleration threshold obtained from a pre-test, the acceleration threshold being used to determine the start-stop state of the vehicle in conjunction with the triaxial acceleration.

[0010] As an alternative, the controller is connected to a control interface, which is connected to a filter switch, which is located on the power circuit of the filter assembly.

[0011] As an optional solution, the circuit board also includes a power supply circuit connected to the digital integrated chip. The power supply circuit includes a power input module and a buck regulator module. The power input module includes a power input component, a charging management chip, and a battery input component. The power input component includes an external power interface configured to connect to an external charging power source. The battery input component includes a battery interface configured to connect to a rechargeable battery. The input terminal of the charging management chip is connected to the external power interface, and the output terminal of the charging management chip is also connected to the battery interface. The buck regulator module includes a buck regulator chip, and the output terminal of the power input module is connected to the buck regulator chip to provide a first voltage input to the buck regulator chip. The output terminal of the buck regulator chip is connected to the input terminal of the digital integrated chip.

[0012] As an optional solution, a first transient suppression diode and a power filter capacitor are further provided between the charging management chip and the external power interface; one end of the first transient suppression diode is connected to the external power interface, and the other end of the first transient suppression diode is grounded; the power filter capacitor is connected in parallel with the first transient suppression diode between the external power interface and the ground terminal; a rectifier diode and multiple battery filter capacitors are further provided between the charging management chip and the battery interface, the positive terminal of the rectifier diode is connected to the charging management chip, the negative terminal of the rectifier diode is connected to the battery interface, and multiple battery filter capacitors are connected in parallel between the battery interface and the ground terminal.

[0013] As an optional solution, a charging power path is also provided between the charging management chip and the battery interface. The charging power path includes a charging inductor and a MOSFET. The charging inductor is located between the charging management chip and the battery interface. The gate of the MOSFET is connected to the charging management chip, the source of the MOSFET is grounded, and the drain of the MOSFET is connected to the charging inductor.

[0014] As an optional solution, a plurality of input filter capacitors are further provided between the output terminal of the power input component and the buck regulator chip; the plurality of input filter capacitors are connected in parallel between the buck regulator chip and the ground terminal; a plurality of output filter capacitors and a second transient suppression diode are further provided between the output terminal of the buck regulator chip and the input terminal of the digital integrated chip; the plurality of output filter capacitors are connected in parallel between the buck regulator chip and the ground terminal; the second transient suppression diode is provided between the output terminal of the buck regulator chip and the ground terminal.

[0015] As an optional solution, a bootstrap capacitor is also provided between the bootstrap terminal and the switching terminal of the buck regulator chip, and one end of the bootstrap capacitor connected to the switching terminal is connected to the output terminal of the buck regulator module.

[0016] As an optional solution, an RC filter circuit is further provided between the power supply circuit and the digital integrated chip; the RC filter circuit includes a filter resistor and a first filter capacitor, one end of the filter resistor is connected to the power supply circuit, and the other end of the filter resistor is connected to the digital integrated chip; one end of the first filter capacitor is connected to the digital integrated chip, and the other end of the first filter capacitor is grounded.

[0017] As an optional solution, a ferrite bead filter circuit and an LC filter circuit are further provided between the power supply circuit and the digital integrated chip; the ferrite bead filter circuit includes a filter bead and a second filter capacitor, one end of the filter bead is connected to the power supply circuit, the other end of the filter bead is connected to one end of the second filter capacitor, and the other end of the second filter capacitor is grounded; the LC filter circuit includes a filter inductor and a third filter capacitor, one end of the filter inductor is connected to the other end of the filter bead, the other end of the filter inductor is connected to one end of the third filter capacitor, and the third filter capacitor is grounded; the other end of the filter inductor is also connected to one end of the filter resistor.

[0018] As an optional solution, the base body is configured as a cup holder installed in the vehicle interior; the filter assembly includes a mounting housing and a filter element assembly, the mounting housing being rotatably mounted on the support, and the filter element assembly being disposed inside the mounting housing; the mounting housing is also provided with an air inlet and an air outlet, the air inlet being disposed at one end of the mounting housing near the base; the air outlet being disposed at one end of the mounting housing away from the base; a fan is disposed inside the mounting housing, and the fan is connected to the controller.

[0019] As an optional solution, the base body is provided with a silicone shock absorber, which is installed on the cup holder.

[0020] The vehicle air purifier provided in this embodiment includes a base comprising a base body and a support portion, with one end of the support portion mounted on the base body. A filter assembly is rotatably mounted on the other end of the support portion and is configured to filter air. The rotatable filter assembly achieves both convenience and high filtration efficiency for the vehicle air purifier. However, the rotatable structure of the filter assembly requires manual operation, leading to the common practice of manual start / stop in similar products. To address the safety risks associated with manual start / stop, a circuit board is installed on the bottom of the base. This circuit board includes a filter switch, a sensor, and a controller. The filter switch controls the start / stop of the filter assembly. The sensor is connected to the controller, which in turn is connected to the filter assembly switch. By detecting the vehicle's start and stop status using the sensor, the start / stop of the filter assembly is automatically controlled, avoiding potential safety risks. This solves the problem in related technologies where manually switching on and off the vehicle air purifier can easily distract the driver and lead to unattended operation, thus causing safety risks. This design improves both ease of use and safety. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1 This is a schematic diagram of the structure of an in-vehicle air purifier according to an embodiment of this utility model.

[0023] Figure 2 This is a schematic diagram of the structure of the in-vehicle air purifier in use according to an embodiment of this utility model.

[0024] Figure 3 This is a circuit diagram of a digital integrated chip according to an embodiment of the present invention.

[0025] Figure 4 This is a schematic diagram of the internal logic circuit of the digital integrated chip according to an embodiment of the present invention.

[0026] Figure 5 This is a circuit diagram of the controller and control interface of an embodiment of this utility model.

[0027] Figure 6 This is a schematic diagram of the power supply circuit of an embodiment of the present invention.

[0028] Figure 7 This is a circuit diagram of a step-down voltage regulator chip according to an embodiment of this utility model.

[0029] Figure 8 This is a schematic diagram of the action logic flow of an embodiment of this utility model.

[0030] The above figures include the following reference numerals:

[0031] 101. Base; 102. Filter assembly; 103. Base body; 104. Support; 105. Mounting housing; 106. Air inlet; 107. Air outlet; 108. Filter element assembly;

[0032] 201. Digital integrated chip; 202. Controller; 203. Control interface; 204. External power interface; 205. Charging management chip; 206. Battery interface; 207. Buck regulator chip. Detailed Implementation

[0033] It should be noted that, where there is no conflict, the embodiments and features in the embodiments of this utility model can be combined with each other. The present utility model will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0036] Manually switching on and off a car air purifier can cause the following problems: Firstly, it adds to the operating steps for drivers and passengers. Especially for drivers, who already have many operating steps when driving a vehicle, manually switching on and off will distract them from their time and energy, creating more burden and increasing the risk of errors.

[0037] On the other hand, manually turning the air purifier on and off can lead to most drivers and passengers forgetting to turn it off when they get out of the car, leaving the machine unattended and running even after everyone has left. This could result in wasted electricity and even the possibility of extreme safety incidents such as fires.

[0038] See Figures 1 to 7 As shown, this utility model provides a vehicle air purifier, including: a base 101, a filter assembly 102, a sensor, and a controller 202. The base 101 includes a base body 103 and a support portion 104, with one end of the support portion 104 disposed on the base body 103. The filter assembly 102 is rotatably mounted on the other end of the support portion 104 and is configured to filter air.

[0039] The aforementioned base body 103 is designed to be compatible with in-vehicle installation scenarios. Since the air purifier should not be too large in the vehicle environment, and in order to adapt to the bumpy and vibration-prone environment of the vehicle, it is necessary to ensure effective fixed installation. Therefore, the base body 103 is designed to be compatible with the existing structure in the vehicle.

[0040] Based on this, the air purifier needs to maximize airflow to ensure air purification efficiency. Therefore, one end of the support 104 is fixed to the base body 103, and the other end is used to install the filter assembly 102 via a rotating component. The filter assembly 102 is installed at the other end of the support 104 via a rotating structure, and has built-in air filter media to achieve air filtration function.

[0041] The air inlet 106 and air outlet 107 of the filter assembly 102 are respectively located at the top and bottom of the filter assembly 102. When not in use, such as Figure 1 As shown, the angle between the filter assembly 102 and the support 104 can be set to zero, so that the filter assembly 102 and the base 101 form an integral canister structure, which is convenient for storage and disassembly.

[0042] When using, such as Figure 2 As shown, the filter assembly 102 and the support 104 form an angle θ so that both the air outlet 107 and the air inlet 106 are exposed to the vehicle's air environment, ensuring effective air intake and exhaust. However, such air filters are often independent of the vehicle control system. Due to differences in usage and non-usage states, they often require manual rotation for convenience and portability. Therefore, during design, safety issues during use are easily overlooked, leading to a manual opening mechanism that relies on the driver's manual activation. This necessitates automatic start-stop functionality based on the vehicle's start-stop cycle.

[0043] Other car air purifiers, connected to the vehicle's control system, are often fixed to the vehicle through modification or non-removal installation, posing no convenience issue. They can also achieve automatic control by intervening in the vehicle's control system. However, these car air purifiers lack the advantage of convenience, and their convenience also doesn't create the safety hazard of forgetting to turn them off after parking.

[0044] Therefore, based on this invention, a sensor and a controller 202 are installed on a circuit board on the bottom surface of the base 101. A filter switch is installed on the circuit board, which is configured to control the start and stop of the filter assembly 102. The sensor is connected to the controller 202, and the controller 202 is connected to the switch of the filter assembly 102.

[0045] Sensors collect signals related to the vehicle's operating status, such as acceleration signals, and transmit them to controller 202. Controller 202 determines the vehicle's start-stop status through logical judgment and outputs corresponding start-stop control signals based on the vehicle's start-stop status to drive the filter switch to open or close, thereby controlling the filter component 102 to start or close.

[0046] The aforementioned structure provides the hardware foundation for the automatic start-stop function of the in-vehicle air purifier. Furthermore, the circuit board is integrated into the bottom surface of the base 101, resulting in a compact structure that saves installation space inside the vehicle and prevents direct contact with the circuitry by external forces, thus providing enhanced protection.

[0047] As an optional solution, the sensor is a digital integrated chip 201; such as Figures 3 to 4 As shown, the digital integrated chip 201 includes an accelerometer, a data processing circuit, a communication interface circuit, and a clock circuit; the accelerometer is configured to acquire the triaxial acceleration of the base 101; the accelerometer is connected to the data processing circuit, which is configured to preprocess the triaxial acceleration data; the data processing circuit is connected to the communication interface circuit and the clock circuit, and the communication interface circuit is connected to the controller 202.

[0048] The sensor uses a digital integrated chip 201, which can not only acquire triaxial acceleration sensing data, but also integrate data processing, including anti-interference functions such as filtering, thereby improving the accuracy and reliability of the acquired acceleration data.

[0049] Specifically, the digital integrated chip 201 integrates four functional modules: data acquisition, data processing, communication interface, and clock. The accelerometer can collect the X, Y, and Z axis acceleration signals of the base 101, which is the entire in-vehicle air purifier, or the car, and can characterize the changes in acceleration values ​​during the car's start-stop process.

[0050] Replacing distributed sensors and processors with integrated digital chips not only simplifies the hardware structure but also reduces circuit size and power consumption, meeting the miniaturization and convenience requirements of in-vehicle air purifiers.

[0051] The data processing circuit receives triaxial acceleration data and preprocesses it, including data calibration and compensation, data format standardization, validity verification, communication protocol encapsulation, and clock synchronization. The processed triaxial acceleration data is then transmitted to the controller 202 via the communication interface circuit. The controller 202 executes software logic to determine whether the vehicle is in a starting / driving state or a stopped state. For example, it can determine whether the vehicle has stopped by comparing the acceleration with a corresponding threshold, or by comparing the average acceleration over a period of time with a preset threshold.

[0052] Three-axis acceleration acquisition can comprehensively capture the attitude changes of a car during start-up, stop-start, and driving, such as forward acceleration during start-up and zero acceleration during stop-start, avoiding misjudgments of start-up and stop caused by acceleration acquisition in only one direction.

[0053] In addition, this embodiment also provides a squeezing and pushing calculation method to analyze the trend of acceleration signal changes, and the controller 202 can be a computing processing unit (MCU). Specifically, by accumulating the trend of continuous acceleration data over time, erroneous data from instantaneous single interference is squeezed out. Traditional data judgment may only rely on whether a single acceleration value exceeds the acceleration threshold to determine the vehicle status. However, in vehicle scenarios, road bumps, sudden braking, etc., will generate instantaneous large accelerations, producing false signals that briefly exceed the acceleration threshold, which can easily lead to misjudgment.

[0054] The push-and-squeeze calculation method does not rely on the absolute value of a single data point. Instead, it verifies whether the changes in N consecutive data points conform to the physical laws of car start-stop. Only when multiple consecutive data points show a continuous increase is it considered a valid state, proving that the car has started, while a continuous return to zero proves that the car has stopped, rather than being triggered by a single data point.

[0055] The aforementioned communication interface circuit serves as a signal transmission channel between the digital integrated chip 201 and the controller 202. It sends the processed acceleration data to the controller 202 for start-stop status determination. The controller 202 converts the determination result into a control signal, sends it to the filter switch, and controls its operation to automatically start and stop the filter component 102 accordingly.

[0056] The aforementioned clock circuit provides a stable clock signal for acceleration data acquisition, data processing, and communication transmission, ensuring synchronized operation of all modules. It also provides time-based calculation support for acceleration data, including averaging and push calculations.

[0057] The integrated clock circuit ensures the timing stability of signal processing and communication, solves the problem of signal synchronization disorder in the vehicle environment, and compares the acceleration data of a single time with the acceleration threshold to determine the vehicle's start-stop status, thus eliminating the problem of misjudgment caused by noise interference.

[0058] As an alternative solution, such as Figure 4As shown, the digital integrated chip 201 further includes: a signal processing circuit, an accelerometer connected to the signal processing circuit, and a data processing circuit connected to the signal processing circuit; the signal processing circuit is configured to run a tail-trimmed mean filtering algorithm; the signal processing circuit includes a data buffer component, an extreme value removal component, and a mean calculation component; the data buffer component is connected to the accelerometer; the extreme value removal component includes a comparator and a selector, the input of the comparator is connected to the data buffer component, the output of the comparator is connected to the input of the selector, and the output of the selector is connected to the mean calculation component; the mean calculation component includes an adder and a divider, the input of the adder is connected to the output of the selector, the output of the adder is connected to the output of the divider, and the output of the divider is connected to the data processing circuit.

[0059] The aforementioned signal processing circuit can implement the tail-cutting average filtering algorithm at the hardware level. Compared to pure software filtering, it offers faster response speed, stronger real-time performance, and is suitable for scenarios with rapidly changing vehicle start-stop signals. It can effectively eliminate interference signals such as road vibrations and equipment noise, ensuring the accuracy of acceleration data and providing reliable input for determining the vehicle's start-stop status.

[0060] The aforementioned data caching component is used to temporarily store multiple sets of raw triaxial acceleration data collected by the accelerometer. The aforementioned extreme value removal component includes a comparator and a selector. The comparator sorts the multiple sets of cached triaxial acceleration data by size and filters out abnormal extreme values, such as sudden large acceleration values ​​caused by road bumps. The selector removes these extreme values ​​and retains the normal and valid data.

[0061] The aforementioned mean calculation component includes an adder and a divider. The adder sums the valid data after removing outliers, and the divider divides the sum by the corresponding number of data sets to calculate the average of multiple sets of triaxial acceleration data, outputting a filtered, stable acceleration value. The filtered acceleration data is more accurate and can effectively avoid interference from abnormal acceleration data caused by road or vehicle movement, further improving the accuracy of vehicle start-stop determination.

[0062] In summary, the algorithm of the above signal processing circuit is to implement tail-cutting average filtering in hardware. That is, it first buffers multiple sets of data, then removes extreme values, calculates the mean, and then transmits the processed acceleration data to the data processing circuit to support the data processing circuit in determining the start-stop state of the car.

[0063] Furthermore, the modular hardware design, with independent settings for caching, elimination, and mean calculation, facilitates debugging and optimization. The extreme value elimination ratio and cached data volume can be adjusted according to the vibration characteristics of different vehicle models, thereby improving the accuracy of accelerated data acquisition.

[0064] As an optional solution, it also includes: a data storage component; the data storage component is connected to the controller and is configured to store acceleration thresholds that have been tested in advance, which are used to determine the start-stop state of the car in combination with triaxial acceleration.

[0065] The data storage component is integrated on the circuit board and is bidirectionally connected to the controller 202. The data storage component is pre-stored with multiple sets of acceleration thresholds for starting and stopping states, calibrated through actual testing for different road conditions, including smooth highways, bumpy mountain roads, and congested urban roads, as well as different vehicle vibration and noise scenarios, including engine vibration and chassis vibration.

[0066] The controller 202 can identify road and vibration scenarios based on acceleration data over a period of time. Then, it compares the filtered real-time triaxial acceleration values ​​with the pre-stored acceleration thresholds for the corresponding road and vibration scenarios. If the acceleration value exceeds the acceleration threshold for the start-up state, it is determined that the car is starting. If the acceleration value is below the acceleration threshold for the stop state, it is determined that the car is stopping.

[0067] By pre-storing scenario-based acceleration thresholds in the data storage component, misjudgments caused by a single acceleration threshold in complex road conditions are avoided, significantly improving the anti-interference performance of vehicle state determination. The acceleration thresholds are calibrated through actual testing to closely match real-world in-vehicle usage scenarios, ensuring the accuracy and reliability of start-stop determination.

[0068] By integrating the data storage component into the digital integrated chip 201, the acceleration threshold reading speed is fast, the stability is high, and the control response time is not affected.

[0069] As an alternative, the controller 202 is connected to the control interface 203, which is connected to the filter switch, which is on the power supply circuit of the filter assembly 102.

[0070] like Figure 5 As shown, the controller 202 is physically connected to the control interface 203, rather than directly to the filter switch. The control interface 203 is directly connected in series in the control loop of the filter switch, which is a switching element, such as a MOSFET or relay, connected in series in the power supply circuit of the filter assembly 102. The filter switch, connected in series in the power supply circuit, can directly cut off or connect the power supply to the filter assembly 102 (including the fan), resulting in a simple and efficient control method that reduces power consumption.

[0071] The controller 202 sends control commands based on the vehicle's start / stop status, which can be either 0 or 1. It is connected to an independent control interface 203, which then sends the control commands to the filter switch to control the power supply to the filter assembly 102.

[0072] The transmission path of the control signal is clearly defined, ensuring that the control commands of the controller 202 can be directly and reliably transmitted to the filter switch for execution, reducing signal attenuation or interference. Furthermore, the control interface 203 allows for standardized design, facilitating compatibility with different types of filter switches and improving the versatility of the solution.

[0073] As an alternative solution, such as Figure 6 As shown, a power supply circuit is also provided on the circuit board, which is connected to the digital integrated chip 201. The power supply circuit includes a power input module and a buck regulator module. The power input module includes a power input component, a charging management chip 205, and a battery input component. The power input component includes an external power interface 204, which is configured to connect to an external charging power source. The battery input component includes a battery interface 206, which is configured to connect to a rechargeable battery. The input terminal of the charging management chip 205 is connected to the external power interface 204, and the output terminal of the charging management chip 205 is also connected to the battery interface 206. The buck regulator module includes a buck regulator chip 207. The output terminal of the power input module is connected to the buck regulator chip 207 to provide a first voltage input to the buck regulator chip 207. The output terminal of the buck regulator chip 207 is connected to the input terminal of the digital integrated chip 201.

[0074] The external power interface 204 of the power input component connects to an external vehicle power source, such as a USB power source or a vehicle 13V interface, while the battery interface 206 of the battery input component connects to a rechargeable battery, forming a power supply logic that takes into account both external power supply and battery backup.

[0075] The 207 step-down regulator chip converts the high voltage output from the external power supply / battery. Figure 7 The voltage in the middle is 13V, which is converted to the low voltage required by the digital integrated chip 201. The voltage in the figure is 3.3V, which provides basic power supply for the acceleration acquisition, data processing and communication functions of the digital integrated chip 201.

[0076] As an alternative solution, such as Figure 6 As shown, a first transient suppression diode and a power filter capacitor are also provided between the charging management chip 205 and the external power interface 204; one end of the first transient suppression diode is connected to the external power interface 204, and the other end of the first transient suppression diode is grounded; the power filter capacitor is connected in parallel with the first transient suppression diode between the external power interface 204 and the ground terminal; a rectifier diode and multiple battery filter capacitors are also provided between the charging management chip 205 and the battery interface 206, the positive terminal of the rectifier diode is connected to the charging management chip 205, the negative terminal of the rectifier diode is connected to the battery interface 206, and multiple battery filter capacitors are connected in parallel between the battery interface 206 and the ground terminal.

[0077] The aforementioned external power interface 204 can be a USB power socket, used to connect to an external USB power source.

[0078] The first transient voltage suppressor diode (TVS) is connected in parallel between the USB terminal and the ground terminal of the USB power socket. It can quickly clamp the surge voltage of the vehicle power supply, such as the overvoltage generated by vehicle ignition and the start and stop of electrical equipment, to prevent the overvoltage from damaging the subsequent charging management chip 205 and the step-down voltage regulator chip 207.

[0079] The power supply filter capacitor is connected in parallel with the first transient suppression diode, which can filter out high-frequency electromagnetic interference in the external power supply, such as interference generated by car radios and motor operation, and output a smooth input voltage, providing a stable foundation for charging management and step-down voltage regulation.

[0080] A rectifier diode is connected in series between the charging management chip 205 and the battery interface 206. The positive terminal of the rectifier diode is connected to the charging management chip 205, and the negative terminal is connected to the battery interface 206. Figure 6 In this circuit, the positive terminal of the rectifier diode is connected to the drain of the MOSFET, and the negative terminal is connected to +13V. This unidirectional conductivity prevents battery energy from flowing back into the charging circuit, avoiding battery depletion and reverse discharge that could damage components, thus improving battery safety and lifespan.

[0081] Multiple parallel battery filter capacitors filter out ripple interference from the battery output voltage. Figure 6 There are two battery filter capacitors in the middle, connected in parallel between +13V and ground (GND). These provide instantaneous energy storage during sudden load changes, stabilize the battery output voltage, and prevent voltage drops that could cause malfunctions in the charging management chip 205. A diode can also be connected in parallel to prevent reverse current.

[0082] As an optional solution, a charging power path is also provided between the charging management chip 205 and the battery interface 206. The charging power path includes a charging inductor and a MOSFET. The charging inductor is located between the charging management chip 205 and the battery interface 206. The gate of the MOSFET is connected to the charging management chip 205, the source of the MOSFET is grounded, and the drain of the MOSFET is connected to the charging inductor.

[0083] One end of the charging inductor is connected to the chip select terminal (CSN pin) of the charging management chip 205, and the other end is connected to the drain of the MOSFET. The gate of the MOSFET is connected to the low-voltage side drive terminal (LDRV pin) of the charging management chip 205, and the source is grounded.

[0084] The charging inductor and MOSFET form a switching mode charging power path. With the high-frequency drive control of the charging management chip, power transfer is achieved through the high-frequency switching of energy storage and release in the inductor. Compared with the traditional linear charging method, it can significantly improve charging efficiency, reduce heat loss during the charging process, and meet the design requirements of low power consumption and small size of vehicle equipment.

[0085] The charging management chip 205 can adjust the energy storage efficiency of the charging inductor by controlling the on / off frequency and duty cycle of the MOSFET. It can accurately implement the charging logic of constant current charging followed by constant voltage charging, avoiding overcharging and undercharging of the battery, extending the cycle life of the rechargeable battery, and ensuring the reliability of backup power supply.

[0086] In addition, as an electronic switch, the MOSFET has low on-resistance, which can be combined with the freewheeling characteristics of the charging inductor to reduce current loss in the charging circuit, ensure efficient transfer of electrical energy to the battery during charging, and reduce the impact of heat generation on other components on the circuit board.

[0087] As an alternative solution, such as Figure 7 As shown, multiple input filter capacitors are also provided between the output terminal of the power input component and the buck regulator chip 207; multiple input filter capacitors are connected in parallel between the buck regulator chip 207 and the ground terminal; multiple output filter capacitors and a second transient suppression diode are also provided between the output terminal of the buck regulator chip 207 and the input terminal of the digital integrated chip 201; multiple output filter capacitors are connected in parallel between the buck regulator chip 207 and the ground terminal; the second transient suppression diode is provided between the output terminal of the buck regulator chip 207 and the ground terminal.

[0088] Multiple parallel input filter capacitors are connected between the +13V_B input terminal of the buck regulator chip and ground. These include capacitors located at the power input terminal (IN pin) and the enable control terminal (EN pin) of the buck regulator chip 207. They filter out low-frequency ripple and residual interference in the output voltage of the power input module, preventing voltage fluctuations from entering the buck regulator chip and causing output voltage instability, thus providing stable input conditions for buck regulation.

[0089] The multiple parallel output filter capacitors have the same structure as the input filter capacitors. They are set on the FB pin of the buck regulator chip 207, which can filter out the high-frequency ripple after bucking and output a low-noise and highly stable 3.3V DC voltage. The digital integrated chip 201 needs to accurately acquire the acceleration signal. A clean power supply can avoid signal distortion caused by power supply noise and ensure the accuracy of the car start-stop determination.

[0090] The second transient suppression diode is connected in parallel between the +3.3V output terminal of the buck regulator chip 207 and the ground terminal to provide secondary overvoltage protection for the low voltage after bucking, avoid output overvoltage caused by the failure of the buck regulator chip 207, completely block the risk of overvoltage, prevent the digital integrated chip 201 from being damaged by overvoltage, and improve the reliability of operation.

[0091] As an optional solution, a bootstrap capacitor is also provided between the bootstrap terminal and the switching terminal of the buck regulator chip 207. The end of the bootstrap capacitor connected to the switching terminal is connected to the output terminal of the buck regulator module.

[0092] The bootstrap capacitor connects the bootstrap terminal (BS pin) and the switching terminal (SW pin) of the buck regulator chip 207, and provides power through the output terminal. When the high-voltage side switch is turned on, it can provide sufficient drive voltage to its gate, so that the switch is in a deep conduction state with minimum on-resistance, thereby reducing switching losses and improving the conversion efficiency of the buck circuit. It is especially suitable for large voltage drop conversion scenarios such as 13V to 3.3V in automotive applications.

[0093] The charging and discharging characteristics of the bootstrap capacitor work in tandem with the voltage jump at the switching terminal to ensure stable switching action of the buck regulator chip 207. This avoids incomplete conduction of the switching transistor due to insufficient drive voltage, which in turn causes output voltage fluctuations. It ensures that the digital integrated chip 201 receives continuous and stable power supply, and the output voltage remains stable even when there are sudden changes in the vehicle load.

[0094] As an optional solution, an RC filter circuit is also provided between the power supply circuit and the digital integrated chip 201; the RC filter circuit includes a filter resistor and a first filter capacitor, one end of the filter resistor is connected to the power supply circuit, and the other end of the filter resistor is connected to the digital integrated chip 201; one end of the first filter capacitor is connected to the digital integrated chip 201, and the other end of the first filter capacitor is grounded.

[0095] like Figure 3 As shown, an RC filter circuit is connected in series between the power supply circuit and the VDD power supply pin of the digital integrated chip 201. One end of the filter resistor is connected to the output terminal of the power supply circuit, and the other end is connected to the VDD pin of the digital integrated chip 201. One end of the first filter capacitor is connected to the VDD pin, and the other end is grounded, forming a filter loop. Through current limiting by the resistor and energy storage and charging / discharging by the capacitor, low-frequency noise and small voltage fluctuations in the power supply are filtered out, resulting in a smooth DC voltage output.

[0096] The RC filter circuit provides a stable power supply environment for the digital integrated chip 201, avoiding low-frequency ripple interference from the vehicle power supply to the operation of the digital integrated chip 201, and preventing signal distortion caused by power supply fluctuations.

[0097] In addition, the first filter capacitor can handle the sudden current demands of the digital integrated chip 201, such as the instantaneous increase in power consumption during signal processing, and prevent voltage drops. Its simple structure and low cost make it suitable for the low-cost, miniaturized design requirements of automotive equipment.

[0098] As an optional solution, a ferrite bead filter circuit and an LC filter circuit are also provided between the power supply circuit and the digital integrated chip 201. The ferrite bead filter circuit includes a filter bead and a second filter capacitor. One end of the filter bead is connected to the power supply circuit, and the other end of the filter bead is connected to one end of the second filter capacitor, which is grounded. The LC filter circuit includes a filter inductor and a third filter capacitor. One end of the filter inductor is connected to the other end of the filter bead, and the other end of the filter inductor is connected to one end of the third filter capacitor, which is grounded. The other end of the filter inductor is also connected to one end of the filter resistor.

[0099] From the power supply end to the chip end, a three-stage filtering circuit is formed, consisting of a ferrite bead filter circuit, an LC filter circuit, and an RC filter circuit.

[0100] In the ferrite bead filter circuit, one end of the filter bead is connected to the power supply, and the other end is connected to the second filter capacitor. The other end of the second filter capacitor is grounded, which can first absorb high-frequency interference in the vehicle, such as MHz-level noise generated by the ignition system and radio.

[0101] In an LC filter circuit, one end of the filter inductor is connected to the output terminal of the ferrite bead, and the other end is connected to the third filter capacitor. The other end of the third filter capacitor is grounded, which can filter out intermediate frequency ripple, such as kHz level interference generated by motor operation.

[0102] Combined with the aforementioned RC filter circuit, low-frequency noise is finally filtered out, resulting in a stable DC voltage output.

[0103] This results in a well-defined three-stage filtering system. The ferrite bead filter circuit suppresses high-frequency interference, the LC filter circuit filters out intermediate-frequency interference, and the RC filter circuit smooths low-frequency interference, comprehensively covering various power supply interferences in the automotive environment. It adapts to the complex electromagnetic environment of automotive scenarios and offers superior performance compared to single-stage filters.

[0104] Furthermore, it ensures high stability of the power supply to the 201 digital integrated chip, providing reliable protection for acceleration signal acquisition, data processing, and communication transmission, and avoiding misjudgments in start / stop determination caused by power supply interference. The three-stage filtering circuits are reasonably connected to avoid mutual interference, balancing anti-interference performance and power supply efficiency.

[0105] As an optional solution, the base body 103 is configured as a cup holder installed in the vehicle interior; the filter assembly 102 includes a mounting housing 105 and a filter element assembly 108, the mounting housing 105 is rotatably mounted on the support 104, and the filter element assembly 108 is disposed inside the mounting housing 105; the mounting housing 105 is also provided with an air inlet 106 and an air outlet 107, the air inlet 106 is disposed at the end of the mounting housing 105 near the base 101; the air outlet 107 is disposed at the end of the mounting housing 105 away from the base 101; a fan is disposed inside the mounting housing 105, and the fan is connected to the controller 202.

[0106] The base body, measuring 103mm, fits standard car cup holders and can be directly embedded for installation without the need for additional fixing structures. It takes up no extra space in the car, is compatible with most car models, and is easy to install with strong versatility.

[0107] The mounting housing 105 of the filter assembly 102 is connected to the support 104 via a rotating shaft, allowing for near 360° rotation to adjust the direction of the air outlet 107, preventing direct airflow to passengers and improving user comfort.

[0108] The housing 105 houses a built-in filter assembly 108 and a fan. The filter assembly 108 can be a HEPA filter. The fan is connected to the controller 202, which controls its start and stop. The fan and controller 202 are linked to reduce unnecessary power consumption and avoid the safety hazard of the fan running when the machine is stopped due to forgetting to turn it off when manually starting and stopping it.

[0109] The air inlet 106 is located at the end of the mounting housing 105 near the base 101, close to the air surrounding the cup holder. The air outlet 107 is located at the end away from the base 101, discharging air upwards or to the side, forming a bottom-in, top-out airflow path. This bottom-in, top-out airflow design conforms to the air convection pattern inside the vehicle, allowing for more comprehensive capture of dust and odors settling around the cup holder, and providing a wider airflow coverage and higher purification efficiency.

[0110] As an optional solution, a silicone shock absorber is provided on the base body 103, and the silicone shock absorber is installed on the cup holder.

[0111] The aforementioned silicone shock absorber can be installed on the outside or bottom of the base body 103. It is made of highly elastic silicone and has good cushioning performance. When the base 101 is embedded in the cup holder, the silicone shock absorber fills the gap between the base 101 and the inner wall of the cup holder, forming a flexible fixation.

[0112] It can effectively absorb vibrations during car driving, such as those from bumpy roads and sudden braking, and prevent collisions and abnormal noises between the purifier and the cup holder. This also prevents vibrations from affecting the acceleration sensor and thus avoiding interference with the data collected by the acceleration sensor.

[0113] Furthermore, it reduces the impact of vibration on the circuit board inside the base 101, the controller 202 (excluding the sensor), the filter switch, and other components, thus preventing damage to circuit components caused by vibration, loose installation, and other issues that could affect the normal functioning of the car air purifier.

[0114] In addition, the silicone material is non-slip and wear-resistant, enhancing the stability of the air purifier during installation and preventing it from shifting or tipping over while the vehicle is in motion. To this end, the outer surface of the silicone shock absorber can be designed with a textured surface to accommodate different shaped cup holders and further improve the shock absorption effect.

[0115] It should be noted that this embodiment also provides an optional implementation method, which will be described in detail below.

[0116] This embodiment of the automatic start-stop intelligent in-vehicle air purifier incorporates an intelligent recognition and control system embedded in its bottom. This system, integrated within the air purifier, can intelligently identify changes in acceleration values ​​during the car's start-stop process, calculate and determine the car's driving status through software, and control the air purifier's on and off based on different driving conditions.

[0117] The 201 digital integrated chip integrates acceleration signal acquisition, signal data processing, and communication functions. Its function is to acquire acceleration signals during vehicle start-stop or driving processes, process the data, and transmit the data to the main control chip via communication.

[0118] The system's main control chip, also known as the controller 202, controls the operation of the digital integrated chip 201 via communication, reads the collected acceleration signal values, processes the data based on the different acceleration signal values ​​read, and uses software logic to determine the driving state of the car, thereby controlling the on / off state of the in-vehicle air purifier.

[0119] The control interface 203 for starting and stopping the vehicle air purifier is used by the controller 202 to read the acceleration value collected by the digital integrated chip 201, process and judge the data, and send a control signal through the control interface 203 to control the start and stop of the vehicle air purifier.

[0120] Figure 8This is the software flowchart of the intelligent recognition and control system. After power-on, important parameters of the digital integrated chip 201 are set and calibrated via communication. After calibration, the acceleration values ​​in each direction are read and filtered by tail-trimmed average to obtain usable acceleration values. Then, the vehicle's state is determined by judging the trend of acceleration changes in each direction. Due to the interference of vibration and noise from the road surface and the equipment itself, the judgment conditions for each gear must be accurately set after actual testing and parameter adjustment. The software adds corresponding compensation values. If the threshold is exceeded, the vehicle is detected to be moving, and the equipment starts. If the threshold is lower than the threshold, the vehicle is detected to be stopped, and the equipment shuts down.

[0121] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0122] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A vehicle-mounted air purifier, characterized in that, include: Base, filter assembly, sensor, controller; The base includes a base body and a support part, with one end of the support part disposed on the base body; The filter assembly is rotatably mounted at the other end of the support and is configured to filter air. The base has a circuit board on its bottom surface. The circuit board has a filter switch, a sensor, and a controller. The filter switch is configured to control the start and stop of the filter assembly. The sensor is connected to the controller, and the controller is connected to the switch of the filter assembly.

2. The vehicle-mounted air purifier according to claim 1, characterized in that, The sensor is a digital integrated chip; The digital integrated chip includes an accelerometer, a data processing circuit, a communication interface circuit, and a clock circuit. The accelerometer is configured to acquire the triaxial acceleration of the base; the accelerometer is connected to the data processing circuit, which is configured to preprocess the triaxial acceleration data; The data processing circuit is connected to the communication interface circuit and the clock circuit, and the communication interface circuit is connected to the controller.

3. The vehicle-mounted air purifier according to claim 2, characterized in that, The digital integrated chip further includes: a signal processing circuit, wherein the accelerometer is connected to the signal processing circuit, and the signal processing circuit is connected to the data processing circuit; The signal processing circuit includes a data buffer component, an extreme value removal component, and a mean calculation component. The data buffer component is connected to the accelerometer. The extreme value removal component includes a comparator and a selector. The input of the comparator is connected to the data buffer component, the output of the comparator is connected to the input of the selector, and the output of the selector is connected to the mean calculation component. The mean calculation component includes an adder and a divider. The input of the adder is connected to the output of the selector, the output of the adder is connected to the output of the divider, and the output of the divider is connected to the data processing circuit.

4. The vehicle-mounted air purifier according to claim 3, characterized in that, Also includes: Data storage components; The data storage component is connected to the controller and is configured to store acceleration thresholds obtained from prior actual tests. These acceleration thresholds are used in conjunction with the triaxial acceleration to determine the start-stop state of the vehicle.

5. The vehicle-mounted air purifier according to claim 1, characterized in that, The controller is connected to a control interface, which is connected to a filter switch, which is located on the power circuit of the filter assembly.

6. The vehicle-mounted air purifier according to claim 1, characterized in that, The circuit board is also provided with a power supply circuit, which is connected to the digital integrated chip. The power supply circuit includes a power input module and a step-down regulator module. The power input module includes a power input component, a charging management chip, and a battery input component. The power input component includes an external power interface configured to connect to an external charging power source. The battery input component includes a battery interface configured to connect to a rechargeable battery. The input terminal of the charging management chip is connected to the external power interface, and the output terminal of the charging management chip is also connected to the battery interface. The buck regulator module includes a buck regulator chip, and the output terminal of the power input module is connected to the buck regulator chip to provide a first voltage input to the buck regulator chip; The output terminal of the buck regulator chip is connected to the input terminal of the digital integrated chip.

7. The vehicle-mounted air purifier according to claim 6, characterized in that, A first transient suppression diode and a power filter capacitor are also provided between the charging management chip and the external power interface; one end of the first transient suppression diode is connected to the external power interface, and the other end of the first transient suppression diode is grounded; the power filter capacitor and the first transient suppression diode are connected in parallel between the external power interface and the ground terminal. A rectifier diode and multiple battery filter capacitors are also provided between the charging management chip and the battery interface. The positive terminal of the rectifier diode is connected to the charging management chip, and the negative terminal of the rectifier diode is connected to the battery interface. The multiple battery filter capacitors are connected in parallel between the battery interface and the ground terminal.

8. The vehicle-mounted air purifier according to claim 6, characterized in that, A charging power path is also provided between the charging management chip and the battery interface, and the charging power path includes a charging inductor and a MOSFET. The charging inductor is disposed between the charging management chip and the battery interface. The gate of the MOS transistor is connected to the charging management chip, the source of the MOS transistor is grounded, and the drain of the MOS transistor is connected to the charging inductor.

9. The vehicle-mounted air purifier according to claim 6, characterized in that, Multiple input filter capacitors are also provided between the output terminal of the power input component and the buck regulator chip; the multiple input filter capacitors are connected in parallel between the buck regulator chip and the ground terminal. Multiple output filter capacitors and a second transient suppression diode are also provided between the output terminal of the buck regulator chip and the input terminal of the digital integrated chip. The multiple output filter capacitors are connected in parallel between the buck regulator chip and the ground terminal; the second transient suppression diode is provided between the output terminal of the buck regulator chip and the ground terminal.

10. The vehicle-mounted air purifier according to claim 6, characterized in that, A bootstrap capacitor is also provided between the bootstrap terminal and the switching terminal of the buck regulator chip. One end of the bootstrap capacitor connected to the switching terminal is connected to the output terminal of the buck regulator module.

11. The vehicle-mounted air purifier according to claim 6, characterized in that, An RC filter circuit is also provided between the power supply circuit and the digital integrated chip. The RC filter circuit includes a filter resistor and a first filter capacitor. One end of the filter resistor is connected to the power supply circuit, and the other end of the filter resistor is connected to the digital integrated chip. One end of the first filter capacitor is connected to the digital integrated chip, and the other end of the first filter capacitor is grounded.

12. The vehicle-mounted air purifier according to claim 11, characterized in that, A ferrite bead filter circuit and an LC filter circuit are also provided between the power supply circuit and the digital integrated chip. The magnetic bead filter circuit includes a filter magnetic bead and a second filter capacitor. One end of the filter magnetic bead is connected to the power supply circuit, and the other end of the filter magnetic bead is connected to one end of the second filter capacitor. The other end of the second filter capacitor is grounded. The LC filter circuit includes a filter inductor and a third filter capacitor. One end of the filter inductor is connected to the other end of the filter bead, and the other end of the filter inductor is connected to one end of the third filter capacitor. The third filter capacitor is grounded. The other end of the filter inductor is also connected to one end of the filter resistor.

13. The vehicle-mounted air purifier according to claim 1, characterized in that, The base body is configured as a cup holder to be installed in the vehicle interior space; The filter assembly includes a mounting housing and a filter element assembly. The mounting housing is rotatably mounted on the support, and the filter element assembly is disposed inside the mounting housing. The mounting housing is further provided with an air inlet and an air outlet. The air inlet is located at one end of the mounting housing near the base, and the air outlet is located at one end of the mounting housing away from the base. A fan is installed inside the mounting housing, and the fan is connected to the controller.

14. The vehicle-mounted air purifier according to claim 13, characterized in that, The base body is provided with a silicone shock absorber, which is installed on the cup holder.

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