Control device for a vehicle immobilizer and vehicle

Abstract

The application discloses a control device of a vehicle locking part and a vehicle, and belongs to the technical field of vehicles. The control device comprises a power supply unit and a first switch assembly. The power supply unit provides necessary power support, the first switch assembly is connected with the power supply unit and the vehicle locking part respectively, and the first switch assembly is configured to switch the on-off state between the power supply unit and the vehicle locking part. Further, the on-off state between the power supply unit and the vehicle locking part is switched through the first switch assembly, so that the state switching of the vehicle locking part is ensured in the case that the original system cannot control the locking part.

Description

[0001] This application claims priority to Chinese Patent Application No. 202510577427.6, filed on April 30, 2025, entitled "Control Device and Method for Vehicle Locking Components", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and in particular to a control device for vehicle locking components and a vehicle. Background Technology

[0003] In everyday vehicle use, to ensure driving safety, the unlocking of various locking devices within the vehicle relies on unlocking switches, buttons, or electronic control systems located in the driver's seat. However, in the event of a collision or other abnormal situation, the state of the locking devices may fail to switch. Therefore, there is an urgent need to research a control circuit for vehicle locking devices to ensure the state switching of vehicle locking devices when the existing system cannot control them. Utility Model Content

[0004] This application proposes a control device and vehicle for a vehicle locking component, so as to ensure the state switching of the vehicle locking component when the original system cannot control the locking component.

[0005] In a first aspect, embodiments of this application provide a control device for a vehicle locking mechanism, wherein the vehicle locking mechanism is configured to switch between a locked state and an unlocked state, and the control device includes: Power supply unit; The first switch assembly is connected to the power supply unit and the vehicle locking component respectively, and is configured to switch the on / off state between the power supply unit and the vehicle locking component.

[0006] Secondly, embodiments of this application also provide a vehicle, the vehicle comprising: Vehicle locking components; As in the above embodiment, the control device for the vehicle locking component is connected to the vehicle locking component.

[0007] The vehicle locking device control apparatus proposed in this embodiment includes a power supply unit and a first switch assembly. The power supply unit provides necessary power support, and the first switch assembly is connected to both the power supply unit and the vehicle locking device. The first switch assembly is configured to switch the on / off state between the power supply unit and the vehicle locking device. Furthermore, by switching the on / off state between the power supply unit and the vehicle locking device through the first switch assembly, a backup structure is provided to ensure the state switching of the vehicle locking device when the original system cannot control the locking device. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0009] Figure 1 This is a schematic diagram of a control device proposed in an embodiment of this application; Figure 2 This is a schematic diagram of the layout of a first switch assembly according to an embodiment of this application; Figure 3 This is a schematic diagram of the layout of another first switch assembly proposed in an embodiment of this application; Figure 4 This is a schematic diagram of another control device proposed in the embodiments of this application; Figure 5 This is a schematic diagram of the layout of an anti-backflow unit proposed in an embodiment of this application; Figure 6 This is a schematic diagram of another anti-backflow unit proposed in an embodiment of this application; Figure 7 This is a schematic diagram of yet another control device proposed in the embodiments of this application; Figure 8 This is a schematic diagram of a charging component proposed in an embodiment of this application; Figure 9 This is a schematic diagram of yet another control device proposed in the embodiments of this application; Figure 10 This is a schematic diagram of an equalization unit proposed in an embodiment of this application; Figure 11 This is a schematic diagram of yet another control device proposed in the embodiments of this application; Figure 12 This is a schematic diagram of the layout of a second switch assembly according to an embodiment of this application; Figure 13 This is a schematic diagram of yet another control device proposed in the embodiments of this application; Figure 14 This is a schematic diagram of another control device proposed in the embodiments of this application.

[0010] Explanation of reference numerals in the attached figures: 10. Power supply unit; 11. Energy storage component; 12. Charging component; 121. Charging input port; 122. Charging output port; 123. Pre-charging circuit; 124. Main charging circuit; 13. First polarity port; 14. Second polarity port; 20. First control unit; 21. First input port; 22. Second input port; 23. First output port; 24. Main control module; 25. Drive module; 26. Communication module; 27. Power management module; 30. On / off unit; 31. First switch assembly; 32. Second switch assembly; 40. Anti-backflow unit; 50. Equalization unit; 60. Detection unit; 61. Voltage detection module; 62. Current detection module; 63. Temperature detection module; 70. Status monitoring unit; 80. Vehicle locking component; 90. Second control unit. Detailed Implementation

[0011] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0012] In the embodiments of this application, "at least one" refers to one or more; "multiple" refers to two or more. In the description of this application, the terms "first," "second," "third," etc., are used only for the purpose of distinguishing descriptions and should not be construed as indicating or implying relative importance, nor should they be construed as indicating or implying order.

[0013] References such as “exemplary” or “some embodiments” described in this specification mean that one or more embodiments of this application may include a particular feature, structure, or characteristic described in connection with that embodiment. Therefore, the terms “may include,” “comprising,” “having,” and variations thereof in this specification mean “may include, but are not limited to,” unless otherwise specifically emphasized.

[0014] It should be noted that in the embodiments of this application, "and / or" describes the relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. In addition, the character " / ", unless otherwise specified, generally indicates that the associated objects before and after it are in an "or" relationship.

[0015] It should be noted that in the embodiments of this application, "connection" can be understood as electrical connection. The connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components.

[0016] Unlocking the various locking mechanisms inside a vehicle typically relies on unlocking switches, buttons, or electronic control systems located in the driver's seat. The driver manually triggers the corresponding control unit, sending an unlock command to the vehicle's electronic control unit (ECU). Upon receiving the signal, the ECU controls the corresponding locking mechanism to perform the unlocking action, thus unlocking the vehicle. In the event of a collision or other abnormal situation, the driver may be unable to operate the controls in time, preventing the doors, windows, and other locking mechanisms from unlocking. This can hinder the escape efficiency of occupants and increase the difficulty of rescue operations for external personnel.

[0017] In view of this, this application proposes a control device for a vehicle locking component, which aims to solve at least one of the above-mentioned technical problems.

[0018] Please see Figure 1 The control device in this application embodiment includes a power supply unit 10 and a first switch assembly 31. The first switch assembly 31 is connected to the power supply unit 10 and the vehicle locking member 80 respectively. The first switch assembly 31 is configured to switch the on / off state between the power supply unit 10 and the vehicle locking member 80.

[0019] Specifically, the vehicle locking component 80 is configured to switch between a locked state and an unlocked state. The vehicle locking component 80 refers to a component installed on the vehicle to restrict the locking and unlocking states of specific vehicle parts. The vehicle locking component 80 may include door-related locking components, window-related locking components, trunk locks, etc. In the unlocked state, the corresponding component is in an openable state, while in the locked state, the corresponding part is in an inaccessible state. For example, the unlocked state of a door locking component means that the door can be opened by pulling the door handle from the inside or outside of the door; the locked state of a door locking component means that the door cannot be opened even by manual pulling, button triggering, etc. In other words, the unlocked state of the vehicle locking component 80 means that, without additional obstacles or special restrictions, specific vehicle parts (doors, windows, trunk, etc.) can be opened or moved through conventional operating methods (such as manual pulling, remote control commands, button triggering, etc.). The locked state of the vehicle locking component 80 means that the specific component is in a safe and controlled state that cannot be easily opened or moved. The vehicle locking component 80 in this embodiment may include locking components for all parts of the vehicle that are controlled by electrical signals for locking and unlocking, such as central locking, child locking, door locking, etc. The specific number and type are set according to the specific implementation plan, that is, the number and type of vehicle locking component 80 may be one or multiple.

[0020] For example, the vehicle locking component 80 can be a motor, an electromagnetic coil, or other similar device. The locked and unlocked states can be adjusted by changing the rotation direction of the motor or the energization state of the electromagnetic coil. For instance, when the vehicle locking component 80 uses a motor, the motor can be rotated forward to unlock the vehicle locking component 80, and it can also be rotated in reverse to unlock the vehicle locking component 80. The specific motor state corresponding to the unlocked state of the vehicle locking component 80 can be set according to the actual implementation scheme. As another example, when the vehicle locking component 80 uses an electromagnetic coil, the electromagnetic coil can be energized to unlock the vehicle locking component 80, and it can also be de-energized to unlock the vehicle locking component 80. The specific electromagnetic coil state corresponding to the unlocked state of the vehicle locking component 80 can be set according to the actual implementation scheme.

[0021] In this embodiment, the power supply for the vehicle locking component 80 can be from the power supply unit 10. That is, the power supply unit 10 is connected to the vehicle locking component 80 for power supply. In the event of a collision, such as when the vehicle door needs to be unlocked quickly, the direct power supply solution can enable the vehicle locking component 80 to move faster, giving the occupants more time to escape, improving the system's response speed, and enhancing the overall safety performance of the vehicle.

[0022] In some embodiments, the power supply unit 10 has a first polarity port 13 and a second polarity port 14. The first polarity port 13 can be a positive terminal, and the second polarity port 14 can be a negative terminal. Both the first polarity port 13 and the second polarity port 14 are connected to the vehicle locking member 80. In other words, the vehicle locking member 80 and the power supply unit 10 are connected to form a circuit. The first switch assembly 31 is connected to the circuit formed by the vehicle locking member 80 and the power supply unit 10. The first switch assembly 31 is configured to switch the on / off state between the power supply unit 10 and the vehicle locking member 80, thereby controlling the vehicle locking member 80 to switch to the unlocked state based on the connection or disconnection of the circuit between the power supply unit 10 and the vehicle locking member 80.

[0023] Please see Figure 2In some examples, the circuit formed by the vehicle locking component 80 and the power supply unit 10 includes two first switching components 31. One first switching component 31 is connected between the first polarity port 13 and the vehicle locking component 80, and the other first switching component 31 is also connected between the first polarity port 13 and the vehicle locking component 80. If both first switching components 31 are on, the circuit formed by the vehicle locking component 80 and the power supply unit 10 is on; if at least one of the two first switching components 31 is off, the circuit formed by the vehicle locking component 80 and the power supply unit 10 is off. In other examples, the first switching component 31 may be connected between the first polarity port 13 and the vehicle locking component 80, and the second polarity port 14 may be connected to the vehicle locking component 80. Alternatively, the first switching component 31 may be connected between the second polarity port 14 and the vehicle locking component 80, and the first polarity port 13 may be connected to the vehicle locking component 80. It is understood that the number of first switch components 31 can be one or more, located between the first polarity port 13 and the vehicle locking member 80 and / or between the second polarity port 14 and the vehicle locking member 80. This application embodiment does not specifically limit this. It should be noted that the examples listed above are only partial implementations, and any technical solution capable of achieving the unlocking function of the vehicle locking member 80 falls within the protection scope of this application.

[0024] Please continue reading. Figure 2 In some examples, when there are multiple vehicle locking components 80, each vehicle locking component 80 can be connected to the power supply unit 10 to form a circuit. That is, each vehicle locking component 80 is connected to the first polarity port 13 and the second polarity port 14 to form a corresponding circuit. In this case, multiple vehicle locking components 80 are connected in parallel.

[0025] Please see Figure 3In other examples, when there are multiple vehicle locking components 80, the multiple vehicle locking components 80 are connected in series. Two adjacent vehicle locking components 80 are connected to the first polarity port 13 or the second polarity port 14 of the power supply unit 10 via a common line, thus the circuits corresponding to two adjacent vehicle locking components 80 share a common line. For example, a first switch assembly 31 is provided on the line connecting each vehicle locking component 80 to the first polarity port 13 and the second polarity port 14, so a common first switch assembly 31 is provided on the common line of two adjacent vehicle locking components 80. Furthermore, when multiple vehicle locking components 80 are connected in series, both ends of each vehicle locking component 80 are connected to the first polarity port 13 and the second polarity port 14 via at least one first switch assembly 31, and the ends of any two adjacent vehicle locking components 80 connected to each other are connected to the first polarity port 13 or the second polarity port 14 via the same first switch assembly 31. Based on the sequence of multiple vehicle locking components 80 connected in series, one end of the first vehicle locking component 80 is connected to the first polarity port 13 through at least one first switch assembly 31; one end of the second vehicle locking component 80 is connected to the other end of the first vehicle locking component 80 and is connected to the second polarity port 14 through a common first switch assembly 31; one end of the third vehicle locking component 80 is connected to the other end of the second vehicle locking component 80 and is connected to the first polarity port 13 through a common first switch assembly 31, and so on, until one end of the last vehicle locking component 80 is connected to the other end of the previous vehicle locking component 80 and is connected to one of the first polarity port 13 and the second polarity port 14 through a common first switch assembly 31; the other end of the last vehicle locking component 80 is connected to the other of the first polarity port 13 and the second polarity port 14 through the first switch assembly 31.

[0026] In some other examples, some vehicle locking components 80 can be connected in parallel, while others can be connected in series. Understandably, based on the position of the vehicle locking components 80 on the vehicle, multiple vehicle locking components 80 in close proximity can be connected in series, thereby reducing the number of components, lowering material costs, and simplifying circuit design. It should be noted that this application does not specifically limit the unlocking state of each vehicle locking component 80. For example, if the vehicle locking components 80 are motors, some vehicle locking components 80 can unlock in forward rotation, while others can unlock in reverse rotation, depending on the specific implementation requirements.

[0027] Please refer to the following: Figures 1 to 3In some embodiments, the first switching component 31 may employ at least one of switching devices such as transistors (transistors, field-effect transistors, insulated-gate bipolar transistors (IGBTs)), thyristors, and relays. For example, the first switching component 31 may be composed of an NMOS transistor and a diode connected in parallel. The NMOS transistor between the vehicle locking element 80 and the first polarity port 13 has its source connected to the vehicle locking element 80 and its drain connected to the first polarity port 13. The NMOS transistor between the vehicle locking element 80 and the second polarity port 14 has its source connected to the second polarity port 14 and its drain connected to the vehicle locking element 80. The two ends of the diode are respectively connected to the source and drain of the NMOS transistor, i.e., the anode of the diode is connected to the source and the cathode is connected to the drain. The gate of the NMOS transistor can realize the switching of the NMOS transistor, thereby switching the on / off state between the power supply unit 10 and the vehicle locking element 80. This diode can be a parasitic diode of the NMOS transistor or an external independent diode.

[0028] There are several ways to drive the on / off state of the first switch component 31. For example, a pulse signal of a specific frequency and pulse width can be sent to the first switch component 31 to turn it on, or the first switch component 31 can be turned on when a high-level or low-level signal is received (depending on the circuit design), or timing control logic can be used to turn on different first switch components 31 in a preset time sequence to achieve step-by-step unlocking.

[0029] Through the above technical solution, the vehicle locking component control device of this application embodiment ensures that, when necessary, such as when the vehicle experiences various collisions (frontal, side, rear-end, etc.) resulting in damage to the original door lock control unit, circuit failure, or communication interruption; or when the vehicle's electrical system experiences short circuits, open circuits, power failures, etc., causing the original door lock control function to fail; or due to external environmental factors such as natural disasters, fires, or extreme weather, the vehicle locking component 80 can be unlocked in a timely manner, ensuring the efficiency of occupant escape and the smooth progress of rescue work. Furthermore, the unlocking method of this application embodiment is not limited to the methods listed above and can be set and adjusted according to actual application scenarios, equipment performance, and system requirements.

[0030] Understandably, the power supply unit 10 provides the necessary power support, and the first switching assembly 31 ensures the state switching of the vehicle locking element 80 when the original system cannot control it by switching the on / off state between the power supply unit 10 and the vehicle locking element 80. Furthermore, the circuit design is simple, helping to reduce the complexity of development and maintenance. Additionally, by disconnecting the power supply between the power supply unit 10 and the vehicle locking element 80 when not needed, the system can reduce unnecessary energy consumption.

[0031] Please see Figure 4In some embodiments, the control device further includes a backflow prevention unit 40 connected between the power supply unit 10 and the vehicle locking member 80. The backflow prevention unit 40 prevents current from flowing backward from the vehicle locking member 80 into the power supply unit 10. By blocking reverse current, the backflow prevention unit 40 protects the power supply unit 10 from possible current surges or voltage reversals. Furthermore, the backflow prevention unit 40 helps maintain electrical stability, preventing voltage fluctuations or interference caused by reverse current, thereby ensuring the normal operation of the vehicle locking member 80 and further ensuring the security of timely unlocking of the vehicle locking member 80.

[0032] In some examples, the anti-backflow unit 40 is connected between the first polarity port 13 and the first switching assembly 31, and / or, the anti-backflow unit 40 is connected between the second polarity port 14 and the first switching assembly 31. That is, one anti-backflow unit 40 is provided between the first polarity port 13 and the first switching assembly 31, or one anti-backflow unit 40 is provided between the second polarity port 14 and the first switching assembly 31, or one anti-backflow unit 40 is provided between the first polarity port 13 and the first switching assembly 31, and another anti-backflow unit 40 is provided between the second polarity port 14 and the first switching assembly 31. It is understandable that the current flows from the positive terminal of the power supply unit 10, passes through the load, and flows back to the negative terminal. Connecting the anti-reverse current unit 40 to the positive output terminal effectively prevents current from flowing back from the load terminal to the positive terminal of the power supply unit 10 under abnormal conditions (such as a sudden drop in the voltage of the power supply unit 10 or the appearance of a reverse electromotive force at the load terminal). This protects the power supply unit 10 and other circuit components from damage caused by reverse current, achieving the anti-reverse current effect while reducing the number of components used. Alternatively, the anti-reverse current unit 40 can be connected to the negative terminal of the power supply unit 10 or simultaneously to both the positive and negative terminals, depending on specific requirements, to achieve more comprehensive anti-reverse current protection.

[0033] In some embodiments, when there are multiple vehicle locking components 80, the multiple vehicle locking components 80 may share a single anti-backflow unit 40, and each vehicle locking component 80 may be connected to a first polarity port 13 through the anti-backflow unit 40. Alternatively, the multiple vehicle locking components 80 may also be provided with separate anti-backflow units 40, which is not limited in this embodiment.

[0034] Please see Figure 5 In some examples, when multiple vehicle locking components 80 are connected in parallel, each vehicle locking component 80 can be connected to the first polarity port 13 with an anti-backflow unit 40, so that each circuit has an anti-backflow unit 40 to achieve the anti-backflow effect.

[0035] Please see Figure 6In other examples, when multiple vehicle locking components 80 are connected in series, the multiple vehicle locking components 80 can share a single backflow prevention unit 40. That is, the first polarity port 13 of the power supply unit 10 is connected to each vehicle locking component 80 through a single backflow prevention unit 40. Specifically, when multiple vehicle locking components 80 are connected in parallel or in series, the end of each vehicle locking component 80 connected to the first polarity port 13 is sequentially connected to the first polarity port 13 via the first switching assembly 31 and the shared backflow prevention unit 40. It is understandable that having multiple vehicle locking components 80 share a single backflow prevention unit 40 reduces the number of components used, lowers costs, greatly simplifies circuit connections and layout, and reduces the space occupied by multiple components, thereby helping to reduce the size of the device.

[0036] In some embodiments, the reverse current protection unit 40 may include at least one of the following reverse current protection devices: diode, transistor (field-effect transistor, insulated-gate bipolar transistor (IGBT)), thyristor, etc. For example, when the first switching assembly 31 uses a transistor as the switching element, the reverse current protection unit 40 may use a transistor connected back-to-back with the transistor of the first switching assembly 31, which can prevent reverse current while the line is conducting. For instance, the reverse current protection unit 40 may be composed of an NMOS transistor and a diode connected in parallel, with the source of the NMOS transistor connected to the power supply unit 10 and the drain of the NMOS transistor connected to the first switching assembly 31. The two ends of the diode are connected to the source and drain of the NMOS transistor, respectively; that is, the anode of the diode is connected to the source, and the cathode is connected to the drain. As is known, the gate of an NMOS transistor can receive signals to switch the NMOS transistor. When the power supply unit 10 is connected to the vehicle locking device 80 and the vehicle locking device 80 is switched to unlocked, the first switch assembly 31 connected to both ends of the vehicle locking device 80 is closed, and the NMOS transistor in the anti-reverse current unit 40 connected to the vehicle locking device 80 can be turned on. When the power supply unit 10 is disconnected from the vehicle locking device 80, the first switch assembly 31 is turned off, and the NMOS transistor in the anti-reverse current unit 40 is turned off. The diode in the anti-reverse current unit 40 can be a parasitic diode of the NMOS transistor or an external independent diode. In addition, when the first switch assembly 31 uses other switching devices, the anti-reverse current unit 40 can use a diode, which can simultaneously prevent reverse current in the circuit when the first switch assembly 31 is turned on. It should be noted that the configuration of the anti-reverse current unit 40 in this application is not limited to the switching devices and structures listed above. Any device or combination structure that can realize the circuit anti-reverse current function is within the protection scope of this application without departing from the core technical concept of this application.

[0037] Understandably, the anti-reverse current unit 40 prevents current from flowing backward from the vehicle locking element 80 into the power supply unit 10, thereby protecting the power supply unit 10 from potential damage. For example, when the system needs to supply power to the vehicle locking element 80 to unlock it, the first switch assembly 31 closes, and current flows from the power supply unit 10 through the anti-reverse current unit 40 to the vehicle locking element 80. The anti-reverse current unit 40 is forward-biased during this process, allowing normal current flow. If reverse current occurs for some reason (such as an internal fault in the locking element), the anti-reverse current unit 40 prevents the current from flowing back to the power supply unit 10, protecting the circuit. Furthermore, when power is not needed, the first switch assembly 31 opens, cutting off current flow and ensuring the locking element no longer receives power. Even when the switch is open, the anti-reverse current unit 40 still provides reverse current protection. It should be noted that the anti-reverse current unit 40 and the first switch assembly 31 are not limited to conventional series, parallel, or combined series-parallel topologies, but also include various variations and extensions based on these basic topologies. It should also be noted that the anti-backflow unit 40 and the first switch assembly 31 can be directly connected, meaning there are no other intermediate links between them, ensuring direct transmission of signals and current; or they can be indirectly connected. As long as they do not depart from the core technical concept of this application, namely, focusing on effectively preventing current backflow and ensuring the stable and reliable operation of the vehicle locking components under various working conditions, they all fall within the protection scope of this application.

[0038] Please see Figure 7 In some embodiments, the power supply unit 10 includes an energy storage component 11, which is connected to the first switching component 31. Exemplarily, the energy storage component 11 is connected to a first polarity port 13 and a second polarity port 14, and then the energy storage component 11 is connected to the vehicle locking member 80 via the first polarity port 13 and the second polarity port 14 through the first switching component 31. When the vehicle locking member 80 needs to be unlocked, the energy storage component 11 can communicate with the vehicle locking member 80 through the first polarity port 13 and the second polarity port 14, the first switching component 31, and the anti-backflow unit 40 to supply power to the vehicle locking member 80, thereby unlocking the vehicle locking member 80.

[0039] For example, the energy storage component 11 can be composed of batteries (such as lithium-ion batteries) or supercapacitors. These components are capable of storing electrical energy during normal vehicle operation and providing rapid power output to the vehicle locking mechanism 80 when needed. The number of individual cells included in the energy storage component 11 can be set according to the voltage and capacity requirements of the actual application. Alternatively, the energy storage component 11 can be composed of various energy storage devices, offering high flexibility and scalability in its configuration. In addition to common lithium-ion batteries, it also covers other types of chemical batteries, such as lithium polymer batteries, lithium iron phosphate batteries, nickel-metal hydride batteries, lead-acid batteries, etc.

[0040] Through the above technical solution, the energy storage component 11, acting as an independent power source, can continue to supply power to the vehicle locking component 80 in the event of a failure of the vehicle's main power supply, ensuring that the vehicle locking component 80 can still function normally. Furthermore, the rapid discharge characteristic of the energy storage component 11 allows the system to respond to necessary situations within milliseconds, quickly unlocking the vehicle locking component 80. This rapid response capability can significantly improve the safety of occupants when needed.

[0041] In some embodiments, the power supply unit 10 further includes a charging component 12. The charging component 12 has a charging input port 121 and a charging output port 122. The charging input port 121 is used to input an external power source; the charging output port 122 is connected to the energy storage component 11 and the first switching component 31, respectively. The external power source may include at least one of the vehicle's main power supply, a backup power supply, and an external charger. For example, when the charging input port 121 is simultaneously connected to both the main power supply and the backup power supply, the main power supply is used preferentially when it is working normally; when the main power supply fails or the voltage is insufficient, it automatically switches to the backup power supply. Through this power redundancy design, the system can still operate normally in the event of a main power supply failure, reducing the risk caused by power problems and improving the reliability and stability of the device.

[0042] For example, the charging input port 121 is used to input an external power source, providing flexible power selection to ensure power support in different scenarios. The charging output port 122 may include multiple charging output pins, which can supply power to the energy storage component 11 and the vehicle locking component 80 respectively. Devices with the same power requirements can be powered through the same charging output pin. The charging output port 122 is connected to the first polarity port 13 and the second polarity port 14 respectively, so that the charging component 12 can be connected to the vehicle locking component 80 through the first polarity port 13 and the second polarity port 14 via the first switch component 31, and can also be connected to the energy storage component 11. When the vehicle locking component 80 needs to be unlocked, the charging component 12 can communicate with the vehicle locking component 80 through the first polarity port 13 and the second polarity port 14, as well as the first switch component 31 and the anti-backflow unit 40, thereby supplying power to the vehicle locking component 80, causing the vehicle locking component 80 to unlock, and the charging component 12 can also charge the energy storage component 11. The voltage output by the charging output port 122 can be greater than the voltage output by the energy storage component 11, so that the voltage provided by the charging component 12 is higher than the output voltage of the energy storage component 11. This ensures that the energy storage component 11 can obtain energy from the charging component 12 when it needs to be charged. It also ensures that the vehicle locking component 80 prioritizes the use of the higher voltage power supply. If there is a problem with the power supply from the charging output port 122, the power supply to the vehicle locking component 80 will be automatically switched to the energy storage component 11.

[0043] Please see Figure 8 In some embodiments, the charging component 12 may include a pre-charging circuit 123 and a main charging circuit 124 connected in parallel. The input terminals of both the pre-charging circuit 123 and the main charging circuit 124 are connected to the charging input port 121, and the output terminals of both the pre-charging circuit 123 and the main charging circuit 124 are connected to the charging output port 122. An external power source is connected to the pre-charging circuit 123 and the main charging circuit 124 through the charging input port 121, and then supplies power to the energy storage component 11 through the charging output port 122 after passing through the pre-charging circuit 123 and the main charging circuit 124.

[0044] In some examples, the pre-charge circuit 123 may include a switching element, which may include at least one of a transistor (a bipolar junction transistor, a field-effect transistor, or an insulated-gate bipolar transistor, an IGBT), a thyristor, or a relay. The on / off state of the switching element determines whether the pre-charge circuit 123 is turned on to supply power.

[0045] In some examples, the pre-charge circuit 123 may also include a current limiting element, which may include one or more current-limiting resistors, thereby limiting the current flowing through the circuit to prevent excessive current from damaging the circuit. When the pre-charge circuit 123 is turned on, the pre-charge circuit 123 can gradually increase the current through the current limiting component to avoid the impact of instantaneous large current on the circuit.

[0046] In some examples, the main charging circuit 124 may include a charging IC (Integrated Chip) responsible for managing and controlling power transmission. The charging IC can provide precise current and voltage control, ensuring a stable power supply to the system under different operating conditions.

[0047] Through the above technical solution, a redundant charging circuit is formed by the main charging circuit 124 and the pre-charging circuit 123, so that the system can continue to work even if one charging path fails. This redundancy design can improve the reliability and stability of the system and ensure that the energy storage component 11 continuously receives power.

[0048] Please see Figure 9 In some embodiments, the control device further includes an equalization unit 50, which is connected to the energy storage component 11 and is used to equalize the voltage of multiple individual cells or capacitors in the energy storage component 11. Exemplarily, the equalization unit 50 may employ equalization circuits such as active equalization, passive equalization, hybrid equalization, and intelligent equalization.

[0049] Please see Figure 10In some examples, taking passive equalization as an example, there can be multiple equalization units 50. Each individual battery or capacitor is connected to a corresponding equalization unit 50. The equalization unit 50 includes switching components and energy-consuming components. The switching components can include at least one of transistors (triodes, field-effect transistors, or insulated-gate bipolar transistors, IGBTs), thyristors, and relays, and can also be any switching device or combination structure capable of realizing circuit on / off control. The energy-consuming components can include resistive components, semiconductor devices, composite structural components, and any device, material, or structure capable of converting electrical energy into other forms of energy (such as heat, light, mechanical energy, etc.) to achieve voltage equalization.

[0050] For example, based on the series connection order of each capacitor in the energy storage component 11, the equalization unit 50 corresponding to the first capacitor in the energy storage component 11 includes a power dissipation element and a switching element. The positive terminal of the first capacitor is connected sequentially to the power dissipation element, the switching element, and then grounded. The switching element is an NMOS transistor. The equalization units 50 corresponding to the remaining capacitors in the energy storage component 11 have the same structure. The equalization unit 50 includes two switching elements, a power dissipation element, a first auxiliary resistor, and a second auxiliary resistor. The two switching elements are an NMOS transistor and a PMOS transistor, respectively. The positive terminal of the capacitor is connected to one end of the first auxiliary resistor and the source of the PMOS transistor. The other end of the first auxiliary resistor is connected to the gate of the PMOS transistor and one end of the second auxiliary resistor. The other end of the second auxiliary resistor is connected to the drain of the NMOS transistor. The source of the NMOS transistor is grounded. The gate of the NMOS transistor is used to receive signals to control the switching on and off of the NMOS transistor. The drain of the PMOS transistor is connected to the negative terminal of the capacitor via the power dissipation element.

[0051] Through the above scheme, the balancing unit 50 can balance the voltage of multiple individual cells or capacitors in the energy storage module 11 to ensure that the voltage of all cells remains consistent. This prevents excessive voltage differences between battery cells, thereby improving the overall performance and lifespan of the energy storage module 11.

[0052] Please see Figure 11 In some embodiments, the vehicle locking member 80 is also connected to the second control unit 90. The control device also includes a second switch assembly 32, which is connected to the vehicle locking member 80, the second control unit 90, and the power supply unit 10, respectively. The second switch assembly 32 is configured to switch the on / off state between the vehicle locking member 80 and the second control unit 90. The second switch assembly 32 and the first switch assembly 31 constitute an on / off unit 30.

[0053] Specifically, the second control unit 90 can be a Body Control Module (BCM) or a Vehicle Integration Unit (VIU) to precisely control locking components such as doors and the trunk, meeting users' daily needs for convenient vehicle opening and closing. The vehicle locking component 80 forms a circuit with both the power supply unit 10 and the second control unit 90. In this case, the connection terminals of the vehicle locking component 80 are connected to both the second control unit 90 and the power supply unit 10. Furthermore, when the vehicle locking component 80 is switched to unlock mode due to the connection between it and the power supply unit 10, the current in the circuit formed by the vehicle locking component 80 and the power supply unit 10 will flow to the second control unit 90 based on the connection between the second control unit 90 and the vehicle locking component 80, rather than flowing entirely to the vehicle locking component 80. This current shunting may affect the normal unlocking function of the vehicle locking component 80, thus preventing it from unlocking promptly in the event of a collision or other abnormal situation. Therefore, an anti-backflow device can be provided on the line connecting the second control unit 90 to the vehicle locking component 80. During the unlocking process of the vehicle locking component 80, the conduction current at both ends of the vehicle locking component 80 will not flow into the second control unit 90 due to the anti-backflow device in the second control unit 90, thereby avoiding the current shunting problem.

[0054] In some examples, the second switch assembly 32 is connected between the connection line between the vehicle locking member 80 and the power supply unit 10 and the second control unit 90. Specifically, the second switch assembly 32 is connected between the line connecting the first polarity port 13 to the vehicle locking member 80 and the second control unit 90, and also between the line connecting the second polarity port 14 to the vehicle locking member 80 and the second control unit 90. In other words, both ends of the vehicle locking member 80 are connected to the second control unit 90 via at least one second switch assembly 32.

[0055] For example, on the line connecting the first polarity port 13 to the vehicle locking member 80, the second switch assembly 32 can be connected between the vehicle locking member 80 and the first switch assembly 31. On the line connecting the second polarity port 14 to the vehicle locking member 80, the second switch assembly 32 can be connected between the vehicle locking member 80 and the first switch assembly 31. In addition, the second switch assembly 32 can also be connected between the first switch assembly 31 and the power supply unit 10, the first switch assembly 31 and the anti-backflow unit, etc. The second switch assembly 32 can be arbitrarily connected between any two of the first switch assembly 31, the anti-backflow unit 40, the vehicle locking member 80, and the power supply unit 10, as long as the second switch assembly 32 can switch the on / off state between the vehicle locking member 80 and the second control unit 90 without affecting the normal unlocking function of the vehicle locking member 80. Without departing from the core technical concept of this application, all such connections fall within the protection scope of this application.

[0056] There are several ways to drive the on / off state of the second switch component 32. For example, a pulse signal of a specific frequency and pulse width can be sent to the second switch component 32 to turn it on, or the second switch component 32 can be turned on when a high-level or low-level signal is received (depending on the circuit design), or timing control logic can be used to turn on different second switch components 32 in a preset time sequence to achieve step-by-step unlocking.

[0057] Please continue reading. Figure 11 For example, when there is only one vehicle locking component 80, a second switch assembly 32 is connected between the line connecting the first polarity port 13 to the vehicle locking component 80 and the second control unit 90, and a second switch assembly 32 is also connected between the line connecting the second polarity port 14 to the vehicle locking component 80 and the second control unit 90. When there are multiple vehicle locking components 80, if the multiple vehicle locking components 80 are connected in parallel, then each vehicle locking component 80 is connected to the second control unit 90 via at least one second switch assembly 32 on the connection line between the first polarity port 13 and the second polarity port 14.

[0058] Please see Figure 12For example, multiple vehicle locking components 80 are connected in series, and two adjacent vehicle locking components 80 are connected to the first polarity port 13 or the second polarity port 14 of the power supply unit 10 through a common line. Therefore, the circuits corresponding to two adjacent vehicle locking components 80 share a common line. Both ends of each vehicle locking component 80 are connected to the second control unit 90 through at least one second switch assembly 32, and the ends of any two adjacent vehicle locking components 80 that are connected to each other are connected to the second control unit 90 through the same second switch assembly 32. In this way, the number of components can be reduced, material costs can be lowered, and circuit design can be simplified by using a shared second switch assembly 32.

[0059] In some examples, the second switching component 32 includes at least one of a transistor (a bipolar junction transistor, a field-effect transistor, or an insulated gate bipolar transistor, IGBT), a thyristor, and a relay. Exemplarily, the second switching component 32 may include a PMOS transistor and an NMOS transistor connected in parallel. Each NMOS transistor and PMOS transistor may be connected in parallel with a diode, with the two ends of the diode connected to the source and drain of the corresponding transistor, respectively. That is, on the NMOS transistor, the anode of the diode is connected to the source, and the cathode to the drain; on the PMOS transistor, the anode is connected to the drain, and the cathode to the source. Here, the diode can be a parasitic diode of the NMOS transistor or the PMOS transistor, or it can be an externally connected independent diode. For each vehicle locking component 80, the second switching assembly 32 connected to one end of the vehicle locking component 80 adopts a first connection method. In this first connection method, the source of the NMOS transistor and the drain of the PMOS transistor are connected to one end of the vehicle locking component 80, and the drain of the NMOS transistor and the source of the PMOS transistor are connected to the second control unit 90. The second switching assembly 32 connected to the other end of the vehicle locking component 80 adopts a second connection method. In this second connection method, the drain of the NMOS transistor and the source of the PMOS transistor are connected to the other end of the vehicle locking component 80, and the source of the NMOS transistor and the drain of the PMOS transistor are connected to the second control unit 90. The gates of the PMOS transistor and the NMOS transistor can receive signals output from the second control unit 90 to realize the switching of the transistors.

[0060] For example, the second control unit 90 controls the unlocking or locking of the vehicle locking component 80. Taking the vehicle locking component 80 as an example, the second control unit 90 can appropriately control the switching state in the full-bridge circuit corresponding to each vehicle locking component 80, and combine the control of the on and off of the NMOS transistor and PMOS transistor to control the motor to rotate forward or backward, so as to unlock or lock the vehicle locking component 80. Specifically, the PMOS transistor in the second switch assembly 32 connected to one end of the vehicle locking component 80 can be turned on and the NMOS transistor can be turned off. The NMOS transistor in the second switch assembly 32 connected to the other end of the vehicle locking component 80 can be turned on and the PMOS transistor can be turned off. Then, the second control unit 90 introduces current into one end of the vehicle locking component 80 through the full-bridge circuit, and the current flows back to the full-bridge circuit of the second control unit 90 from the other end, causing the vehicle locking component 80 to rotate forward. Similarly, the NMOS transistor in the second switch assembly 32 connected to one end of the vehicle locking component 80 can be turned on and the PMOS transistor can be turned off. The PMOS transistor in the second switch assembly 32 connected to the other end of the vehicle locking component 80 can be turned on and the NMOS transistor can be turned off. Then, the second control unit 90 introduces current into the other end of the vehicle locking component 80 through the full-bridge circuit, and the current flows back to the full-bridge circuit of the second control unit 90 from one end, causing the vehicle locking component 80 to rotate in reverse. In this way, the second switching assembly 32, formed by connecting PMOS and NMOS transistors in parallel, allows the motor rotation to be controlled by current conduction in both directions. This enables the second control unit 90 to control the motor to rotate forward or backward based on the conduction of the second switching assembly 32. It should be noted that the second switching assembly 32 on the shared circuit of two adjacent vehicle locking components 80 is respectively connected to the corresponding full-bridge circuit of each vehicle locking component 80, thereby achieving control of different locking components. For example, the full-bridge circuit includes two arms. One end of the first vehicle locking component 80 is connected to one arm of the corresponding full-bridge circuit via a second switching assembly 32, and the other end of the first vehicle locking component 80 is connected to the other arm of the corresponding full-bridge circuit via the shared second switching assembly 32. Similarly, one end of the second vehicle locking component 80 is connected to one arm of the corresponding full-bridge circuit via the shared second switching assembly 32, and the other end of the second vehicle locking component 80 is connected to the other arm of the corresponding full-bridge circuit via a second switching assembly 32, and so on. For specific details, please refer to relevant technical documents and embodiments and configure according to the needs of the actual implementation.

[0061] With the above technical solution, the second switch assembly 32 is set between the circuit formed by the vehicle locking member 80 and the power supply unit 10 and the second control unit 90, so that the second switch assembly 32 can control the connection and disconnection between the vehicle locking member 80 and the second control unit 90. This prevents the current in the circuit from flowing to the second control unit 90 based on the connection between the second control unit 90 and the vehicle locking member 80 when the circuit formed by the vehicle locking member 80 and the power supply unit 10 is connected, thereby affecting the unlocking control of the first control unit 20 on the vehicle locking member 80.

[0062] Please refer to the following: Figure 13 and Figure 14 In some embodiments, the control device may further include a first control unit 20, which includes a first input port 21, a second input port 22 and a first output port 23. The first input port 21 is used to input a first state trigger command, the second input port 22 is connected to the power supply unit 10, and the first output port 23 is connected to the first switch assembly 31.

[0063] Specifically, the first control unit 20 can be configured to control the on / off state of the first switch assembly 31 via the first output port 23 in response to a first state trigger command, so as to control the state of the corresponding vehicle locking member 80.

[0064] The first control unit 20 is a power supply system independent of the second control unit 90. The unlocking and locking states of the vehicle locking device 80 can be controlled by both the first control unit 20 and the second control unit 90. When the vehicle encounters abnormal situations, such as collisions or fires, the system will face severe challenges. At this time, the second control unit 90 may lose its working ability due to power outages, hardware damage, or signal transmission obstruction. Even if it can still operate, it may not be able to complete the unlocking action of the vehicle locking device 80 within the golden time due to factors such as fault handling priorities, complex control logic, or communication delays. In the event of sudden abnormal situations, the first control unit 20 can quickly control the unlocking of the vehicle locking device 80. Once an abnormal trigger condition is detected, the first control unit 20 immediately sends a forced unlocking command to the vehicle locking device 80 to ensure that the locking devices such as doors and windows are quickly unlocked. It can effectively avoid the risks caused by the failure of a single control unit, open up the necessary escape route for the people in the vehicle, significantly improve the success rate of self-rescue in accident scenarios, and also buy valuable time for the intervention of external rescue forces, greatly enhancing the reliability and redundancy of the vehicle safety protection system.

[0065] In some examples, the first state trigger command can originate from the vehicle's collision detection unit. When the collision detection unit detects a collision, it immediately generates and sends a corresponding electrical signal as the first state trigger command to the first input port 21. The first state trigger command can also originate from other anomaly detection units, such as manual trigger buttons or smoke sensors. When occupants encounter a necessary situation, such as a fire or sudden illness, they can send the first state trigger command to the first input port 21 by pressing a button or sending a sensor signal. The first state trigger command can be transmitted to the first input port 21 of the first control unit 20 via various methods, including wired and wireless transmission. Wired transmission methods can include, but are not limited to, communication cables such as Ethernet, RS-232, RS-485, communication bus, and USB interface.

[0066] For example, the first control unit 20 can be connected to the power supply unit 10 via the second input port 22 to receive power from the power supply unit 10, thereby enabling the first control unit 20 to operate stably.

[0067] In some embodiments, the first control unit 20 may integrate a drive module 25, a communication module 26, a power management module 27, and a main control module 24, with the main control module 24 connected to the drive module 25, communication module 26, and power management module 27 respectively. The drive module 25 receives instructions from the main control module 24 and controls the operation of the vehicle locking mechanism 80 and other actuators, such as the on / off control of switching devices like the first switch assembly 31 and the second switch assembly 32. The communication module 26 can transmit and receive information, for example, receiving information from a communication bus (such as a CAN bus, LIN bus, etc.), such as collision signals during a vehicle collision or other abnormal vehicle signals, and can also exchange information with external devices, such as interacting with the second control unit 90. The power management module 27 is responsible for providing a stable power supply and managing power distribution and usage; it may integrate an LDO circuit to ensure voltage stability. It should be noted that the power management module 27 and the communication module 26 can also be integrated into a single module. The main control module 24 is responsible for receiving and processing data, performing data analysis and decision-making, and then issuing corresponding instructions. For example, the main control module 24 can send control instructions to the drive module 25, causing the drive module 25 to drive the corresponding switching device to turn on and off. The main control module 24 can also detect the vehicle's tilt state, i.e., the overall attitude of the vehicle, based on the state monitoring unit 70, and analyze it to control the unlocking of the corresponding vehicle locking device 80, etc.

[0068] In some embodiments, the first switch assembly 31 can be connected to the first output port 23, such that the first switch assembly 31 is controlled by the first control unit 20. When the vehicle locking member 80 uses a motor, the first control unit 20 can control the first switch assembly 31 via the first output port 23 to rotate the motor forward based on a received first state trigger command, thereby unlocking the vehicle locking member 80. It can also control the first switch assembly 31 to rotate the motor in reverse to unlock the vehicle locking member 80. When the vehicle locking member 80 uses an electromagnetic coil, the first control unit 20 can control the first switch assembly 31 to conduct via the first output port 23 based on a received first state trigger command, thereby energizing the electromagnetic coil and unlocking the vehicle locking member 80. It can also control the first switch assembly 31 to de-energize the electromagnetic coil to unlock the vehicle locking member 80.

[0069] In some embodiments, when there are multiple first switch components 31, the first output port 23 may include multiple output pins, with each first switch component 31 corresponding to one output pin. The first control unit 20 can control the on / off state of the first switch component 31 through the output pin corresponding to each first switch component 31. Alternatively, multiple first switch components 31 with the same control logic can correspond to one output pin, and the first control unit 20 can control the on / off state of the first switch components 31 with the same control logic through the same control pin.

[0070] In some embodiments, the second switch assembly 32 can be connected to the first output port 23 to switch the on / off state between the vehicle locking member 80 and the second control unit 90 under the control of the signal output from the first output port 23. When there are multiple second switch assemblies 32, the first output port 23 can include multiple output pins, with each second switch assembly 32 corresponding to one output pin. The first control unit 20 can control the on / off state of each second switch assembly 32 through its corresponding output pin. Alternatively, multiple second switch assemblies 32 with the same control logic can correspond to one output pin, allowing the first control unit 20 to control the on / off state of second switch assemblies 32 with the same control logic through the same control pin.

[0071] When the vehicle locking component 80 is unlocked under the control of the first control unit 20, all the second switch assemblies 32 to be unlocked in the device will be disconnected during the unlocking process. This means that the circuit between the vehicle locking component 80 and the second control unit 90 is cut off, ensuring that the unlocking operation is not interfered with by other control signals. The first control unit 20 issues a command to switch the vehicle locking component 80 to the unlocked state. At this time, the first control unit 20 needs to ensure that all the first switch assemblies 31 forming a circuit with the vehicle locking component 80 and the power supply unit 10 are in the conducting state. When the first switch assembly 31 is conducting, current can flow from the power supply unit 10 to the vehicle locking component 80 to complete the unlocking operation. This process ensures that the vehicle locking component 80 can be smoothly switched to the unlocked state.

[0072] In some embodiments, the energy storage component 11 and the charging output port 122 can be connected to the first control unit 20 to supply power to the first control unit 20. The first control unit 20 can also control the charging component 12 to supply power to the energy storage component 11.

[0073] For example, during the process of the charging component 12 supplying power to the energy storage component 11, the first control unit 20 can control the charging component 12 to turn off and on to supply power to the energy storage component 11 based on the voltage of the energy storage component 11. Specifically, when the voltage of the energy storage component 11 is less than a first voltage threshold, the first control unit 20 controls the charging component 12 to start supplying power to the energy storage component 11. When the voltage of the energy storage component 11 is greater than a second voltage threshold, the first control unit 20 controls the charging component 12 to turn off supplying power to the energy storage component 11. The first voltage threshold is less than the second voltage threshold. It is understood that the first voltage threshold and the second voltage threshold are not equal to avoid the charging component 12 frequently starting and stopping when the voltage is close to the threshold, causing unnecessary charging cycles. Furthermore, by setting an appropriate threshold difference, the system can avoid frequent charging and power-off when the voltage is close to the threshold, reducing the workload of the charging component 12. The threshold difference should not be too large to ensure that the energy storage component 11 can be charged in a timely manner, and at the same time, charging can be stopped quickly when the voltage is high, optimizing charging efficiency. For example, the first voltage threshold can be 12.4V and the second voltage threshold can be 12.6V.

[0074] For example, the first control unit 20 can also adjust the charging current value of the charging component 12 to the energy storage component 11 based on parameters such as the voltage, current, and temperature of the energy storage component 11, so as to achieve current-limited and voltage-regulated charging and reduce overvoltage and overtemperature situations during the charging process of the energy storage component 11. The voltage of the energy storage component 11 may include at least one of the total voltage of the energy storage component 11, the voltage of each individual cell in the energy storage component 11, or the voltage of some individual cells in the energy storage component 11. Alternatively, the first control unit 20 can also control the switching on and off of the charging component 12 supplying power to the energy storage component 11 based on parameters such as the temperature of the energy storage component 11. Further details will not be elaborated further.

[0075] In some embodiments, the pre-charging circuit 123 and the main charging circuit 124 can be connected to the first control unit 20. For example, the first control unit 20 can control the pre-charging circuit 123 and the main charging circuit 124 to shut down and start supplying power to the energy storage component 11 based on the voltage of the energy storage component 11. The first control unit 20 can also dynamically adjust the operating state of the pre-charging circuit 123 and the main charging circuit 124 according to the real-time status and demand within the device, that is, it can control the shut-down and start-up of the main charging circuit 124, and the connection or disconnection of the pre-charging circuit 123. In this way, the corresponding charging strategy can be adjusted based on the electrical quantity and temperature of the energy storage component 11, so that the charging process is carried out under optimal conditions, reducing energy loss and improving the overall charging efficiency. In addition, it avoids damage to the energy storage component 11 due to overheating or overcooling, thereby extending its service life and improving the safety of the charging process. It can also prevent overcharging or over-discharging, protecting the health of the energy storage component 11.

[0076] In some embodiments, the equalization unit 50 may be connected to the first control unit 20, which controls the start / stop state of the equalization unit 50. For example, the first control unit 20 may control the switching device in the corresponding equalization unit 50 connected to the individual battery or capacitor that needs to be equalized to be turned on based on the voltage of multiple individual batteries or capacitors (such as based on threshold triggering). Then the equalization unit 50 is in the enabled state, and can achieve the passive equalization process by discharging through the energy-consuming element.

[0077] Through the above scheme, the power supply unit provides the necessary power support to ensure the stable operation of the entire control device. Upon receiving a first state trigger command, the first control unit can control the on / off state of the first switch assembly 31 to perform the unlocking operation of the locking mechanism. This response mechanism ensures that the locking mechanism inside the vehicle can be unlocked promptly when needed.

[0078] In some embodiments, the control device further includes a detection unit 60, which is connected to the first control unit 20 and is used to detect electrical quantities and / or environmental quantities.

[0079] In some examples, the detection unit 60 may include a temperature detection module 63, a voltage detection module 61, and a current detection module 62. The temperature detection module 63 is used to collect the temperature near the energy storage component 11 to monitor the temperature during the charging process of multiple energy storage components 11, thereby controlling the corresponding charging strategy. It can also collect the temperature of other parts of the device. There can be one or more voltage detection modules 61, with each individual battery or capacitor connected to a corresponding voltage detection module 61, so that the first control unit 20 can obtain the voltage status of each individual battery or capacitor based on each voltage detection module 61. The current detection module 62 can collect the current in the connection circuit between the energy storage component 11 and the first control unit 20, thereby monitoring the real-time data of current flow in the connection line between the energy storage component 11 and the first control unit 20.

[0080] Through the above technical solution, the detection unit 60 can provide comprehensive monitoring and management of electrical and environmental quantities. By simultaneously monitoring electrical and environmental quantities, the system can obtain comprehensive operating status information, thereby adjusting the operation to adapt to environmental changes and preventing failures caused by environmental factors.

[0081] In some embodiments, the control device further includes a state monitoring unit 70, which is connected to the first control unit 20. The state monitoring unit 70 is used to detect the vehicle attitude and includes at least one of a gyroscope, an accelerometer, a tilt sensor, and an inertial measurement unit. The first control unit 20 can determine the vehicle locking components 80 that need to be unlocked based on the vehicle attitude, and sequentially control the corresponding vehicle locking components 80 to unlock based on the set unlocking priority of different vehicle locking components 80. For example, the first control unit 20 can analyze the signal from the state monitoring unit 70 to determine the overall attitude of the vehicle. Based on the direction and degree of the vehicle attitude, the position of the locking component that needs to be unlocked (such as front, rear, left, right) is determined. Then, the unlocking priority of different vehicle locking components 80 is set to ensure that the vehicle locking components 80 at key positions are unlocked first in a specific tilt state.

[0082] Through the above technical solution, the condition monitoring unit 70 can integrate at least one sensor to provide comprehensive attitude state detection, thereby providing a basis for the system to automatically take protective measures when a dangerous attitude state is detected.

[0083] It is understood that in the vehicle locking device control device of this application embodiment, the power supply unit 10 provides the necessary power support, and the first switch assembly 31 is connected to both the power supply unit 10 and the vehicle locking device 80. The first switch assembly 31 is configured to switch the on / off state between the power supply unit 10 and the vehicle locking device 80. Furthermore, by switching the on / off state between the power supply unit 10 and the vehicle locking device 80 through the first switch assembly 31, the state switching of the vehicle locking device 80 is ensured even when the original system cannot control the locking device.

[0084] This application also provides a vehicle that may include the control device for the vehicle locking mechanism described in the above embodiments. It is understood that by integrating a control device for the vehicle locking mechanism into the vehicle, safety and escape efficiency can be improved, and rescue operations can be carried out more smoothly.

[0085] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0086] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although this application has disclosed preferred embodiments as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A control device for a vehicle locking component, characterized in that, The vehicle locking element (80) is configured to switch between a locked state and an unlocked state, and the control device includes: Power supply unit (10); A first switch assembly (31) is connected to the power supply unit (10) and the vehicle locking member (80) respectively. The first switch assembly (31) is configured to switch the on / off state between the power supply unit (10) and the vehicle locking member (80).

2. The control device for the vehicle locking component according to claim 1, characterized in that, Also includes: An anti-backflow unit (40) is connected between the power supply unit (10) and the vehicle locking component (80).

3. The control device for the vehicle locking component according to claim 1, characterized in that, The vehicle locking device (80) is also connected to the second control unit (90); The control device further includes: The second switch assembly (32) is connected to the vehicle locking member (80), the second control unit (90) and the power supply unit (10) respectively. The second switch assembly (32) is configured to switch the on / off state between the vehicle locking member (80) and the second control unit (90). The second switch assembly (32) and the first switch assembly (31) constitute an on / off unit (30).

4. The control device for the vehicle locking component according to claim 1, characterized in that, The power supply unit (10) includes: An energy storage component (11) is connected to the first switching component (31).

5. The control device for the vehicle locking component according to claim 4, characterized in that, The power supply unit (10) also includes: The charging component (12) has a charging input port (121) and a charging output port (122). The charging input port (121) is used to input an external power source. The charging output port (122) is connected to the energy storage component (11) and the first switching component (31) respectively.

6. The control device for the vehicle locking component according to claim 4, characterized in that, The control device further includes: Equalization unit (50), which is connected to the energy storage component (11), is used to equalize the voltage of multiple individual cells or capacitors in the energy storage component (11).

7. The control device for the vehicle locking component according to claim 1, characterized in that, The control device further includes: The first control unit (20) includes a first input port (21), a second input port (22) and a first output port (23). The first input port (21) is used to input a first state trigger command, the second input port (22) is connected to the power supply unit (10), and the first output port (23) is connected to the first switch assembly (31).

8. The control device for the vehicle locking component according to claim 7, characterized in that, The control device further includes: A detection unit (60) is connected to the first control unit (20) and is used to detect electrical quantities and / or environmental quantities.

9. The control device for the vehicle locking component according to claim 7, characterized in that, The control device further includes: A status monitoring unit (70) is connected to the first control unit (20). The status monitoring unit (70) is used to detect the vehicle attitude. The status monitoring unit (70) includes at least one of a gyroscope, an accelerometer, an tilt sensor, and an inertial measurement unit.

10. A vehicle, characterized in that, include: Vehicle locking components (80); The control device for the vehicle locking member as described in any one of claims 1 to 9, wherein the control device is connected to the vehicle locking member (80).

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