Vehicle, redundant drive circuit, and door lock

Abstract

The present application discloses a vehicle, a redundant drive circuit, and a door lock. The vehicle comprises a vehicle body, a redundant power supply, and the door lock. The redundant power supply comprises a capacitor, and the capacitor is used for supplying power. The door lock comprises a door lock motor, a main drive circuit, and the redundant drive circuit. The main drive circuit is electrically connected to the door lock motor, and the main drive circuit is used for driving the door lock motor to work when the vehicle works normally. The redundant drive circuit is electrically connected to the door lock motor, a power supply end of the redundant drive circuit is connected to a positive electrode of the capacitor, and a negative electrode of the capacitor is grounded. The redundant drive circuit is configured to: in response to a collision signal, turn on a signal branch between the redundant power supply and the door lock motor, wherein the collision signal is a signal generated when the vehicle experiences an external impact. Therefore, when the vehicle experiences the external impact, the redundant drive circuit operates to enable the redundant power supply to supply power to the door lock motor to ensure that a vehicle door can be unlocked in a timely manner, so that passengers can immediately exit an accident vehicle.

Description

Vehicle, redundant drive circuits and door locks

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese applications filed on January 20, 2025, with application numbers 202510089332X and 2025201335311, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] This application relates to the field of vehicle control technology, and more specifically, to a vehicle, a redundant drive circuit, and a door lock. Background Technology

[0004] While the vehicle is in motion, the doors will usually lock automatically to prevent accidental opening of the doors due to accidental activation of the door switch.

[0005] However, if a vehicle is involved in a collision or rear-end collision, the power supply circuit for the door locks may malfunction (for example, a break in the power harness connected to the battery), making it impossible to unlock the doors. In this situation, passengers cannot leave the vehicle immediately, posing a potential threat to their safety. Summary of the Invention

[0006] This application provides a vehicle, a redundant drive circuit, and a door lock.

[0007] In a first aspect, some embodiments of this application provide a vehicle, which includes a body, a redundant power supply, and a door lock. The body includes doors. The redundant power supply includes a capacitor for supplying power. The door lock is disposed on the door; the door lock includes a door lock motor, a main drive circuit, and a redundant drive circuit; the main drive circuit is electrically connected to the door lock motor and is used to drive the door lock motor to operate when the vehicle is operating normally. The redundant drive circuit is electrically connected to the door lock motor, with its power supply terminal connected to the positive terminal of the capacitor, and the negative terminal of the capacitor grounded; the redundant drive circuit is configured to: in response to a collision signal, conduct a signal branch between the redundant power supply and the door lock motor; wherein the collision signal is a signal generated after the vehicle suffers an external impact.

[0008] Secondly, some embodiments of this application also provide a redundant drive circuit applied to a vehicle, the vehicle including a redundant power supply and a door lock motor, the redundant power supply being capacitor-powered. The redundant drive circuit has a first connection terminal, a second connection terminal, a power supply terminal, and a ground terminal; the first and second connection terminals are used to connect to the door lock motor, and the power supply terminal is used to connect to the redundant power supply. The redundant drive circuit includes a first switch module, a second switch module, and a control module. The first switch module is connected between the power supply terminal and the first connection terminal, and the second switch module is connected between the second connection terminal and the ground terminal. The control module is electrically connected to both the first and second switch modules, and is configured to: in response to a collision signal, control the first switch module to conduct the signal branch between the power supply terminal and the first connection terminal, and control the second switch module to conduct the signal branch between the second connection terminal and the ground terminal; wherein the collision signal is a signal generated after the vehicle suffers an external impact.

[0009] Thirdly, some embodiments of this application also provide a door lock applied to a vehicle, the vehicle including a redundant power supply powered by capacitors. The door lock includes a door lock motor, a main drive circuit, and the aforementioned redundant drive circuit. The main drive circuit is electrically connected to the door lock motor and is used to drive the door lock motor to operate when the vehicle is operating normally. The door lock motor is connected between a first connection terminal and a second connection terminal of the redundant drive circuit, and the power supply terminal of the redundant drive circuit is used to connect to the redundant power supply. Attached Figure Description

[0010] 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 accompanying 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.

[0011] Figure 1 is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0012] Figure 2 is a schematic diagram of the circuit structure of the door lock in the vehicle shown in Figure 1.

[0013] Figure 3 is a schematic diagram of the circuit structure of the redundant power supply in the vehicle shown in Figure 1.

[0014] Figure 4 is a schematic diagram of a redundant drive circuit in the door lock shown in Figure 2.

[0015] Figure 5 is a schematic diagram of another structure of the redundant drive circuit in the door lock shown in Figure 2. Detailed Implementation

[0016] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0017] To enable those skilled in the art to better understand the solutions of this application, 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 scope of protection of this application.

[0018] Please refer to Figure 1. This application embodiment provides a vehicle 100. The vehicle 100 refers to a means of transportation driven or towed by a power device for the purpose of carrying people or transporting goods. It includes, but is not limited to, cars, suburban utility vehicles (SUVs), multi-purpose vehicles (MPVs), driverless ride-hailing vehicles, minibuses, buses, etc.

[0019] In this embodiment, the vehicle 100 may include a body 110 and a door lock 200. The body 110 provides seating space for the driver and passengers, and may include a frame, doors 1120, and a floor (not shown in the figure), which together define the seating space. Furthermore, the body 100 may also provide mounting space for accommodating functional devices such as a center console and sensors (e.g., collision sensors).

[0020] A door lock 200 is provided on the door 1120 and is used to unlock or lock the door 1120. In some possible embodiments, the door 1120 adopts a concealed door handle design. Specifically, when the door 1120 is locked, the concealed door handle retracts into the door 1120; when the door 1120 is unlocked, the concealed door handle pops out of the door 1120.

[0021] Please refer to Figure 2. The door lock 200 may include a door lock motor 210 and a main drive circuit 230. The door lock motor 210 may be a DC motor, such as a permanent magnet DC motor, an excitation DC motor, etc.

[0022] The main drive circuit 230 is electrically connected to the door lock motor 210 and is used to drive the door lock motor 210 to work when the vehicle 100 is working normally. Here, "the vehicle 100 is working normally" can mean that the vehicle 100 is in a dormant state or that the vehicle 100 is in a normal operating state after starting. In this case, the main drive circuit 230 drives the door lock motor 210 to work.

[0023] In the embodiment shown in Figure 2, the main drive circuit 230 may include a controller 2320 and a drive unit 2340. The drive unit 2340 is connected between the controller 2320 and the door lock motor 210, and is connected to the main power supply 130. Specifically, the controller 2320 may be electrically connected to the central control panel, and it can control the drive unit 2340 according to the control commands issued by the central control panel to drive the door lock motor 210 to work. For example, the controller 2320 may be an Intelligent Body Control Module (IBCM) or a Zone Control Unit (ZCU).

[0024] In some possible embodiments, the main drive circuit 230 can adopt an H-bridge drive architecture, and the drive unit 2340 is an H-bridge drive circuit as shown in Figure 2. Specifically, the controller 2320 can control the drive unit 2340 to conduct the signal branch between the main power supply 130 and the door lock motor 210, so that the main power supply 130 supplies power to the door lock motor 210. Furthermore, the controller 2320 can also adjust the direction of the power supply circuit flowing through the door lock motor 210 through the drive unit 2340 to realize the forward and reverse rotation of the door lock motor 210. For example, when the door lock motor 210 rotates forward, the door 1120 enters the locked state; when the door lock motor 210 rotates in reverse, the door 1120 enters the unlocked state.

[0025] In some other possible embodiments, the main drive circuit 230 may adopt a relay drive architecture, in which case the drive unit 2340 may be a relay drive circuit. This embodiment does not limit the specific implementation of the H-bridge drive circuit or the relay drive circuit.

[0026] In this embodiment, the main drive circuit 230 is connected to the main power supply 130, and supplies power to the door lock motor 210 through the main power supply 130 when the vehicle 100 is operating normally. Specifically, the main power supply 130 can be a battery in the vehicle 100, such as a common lead-acid battery, a maintenance-free battery, etc. In some possible embodiments, the main power supply 130 can be located at the front of the vehicle 100, for example, in the engine compartment or the area under the passenger seat. In other possible embodiments, the main power supply 130 can also be located at the rear of the vehicle 100, for example, in the trunk.

[0027] It is easy to understand that when vehicle 100 suffers an external impact, such as a frontal collision or a rear-end collision, the location of the main power supply 130 is highly likely to be affected, potentially causing a break in the power supply circuit corresponding to the main power supply 130. This would prevent the main drive circuit 230 from driving the door lock motor 210 to unlock the door 1120. In this situation, passengers inside vehicle 100 would be unable to exit the vehicle immediately.

[0028] To address the aforementioned problems, the inventors of this application have provided a redundant power supply 120 in the vehicle 100 and a redundant drive circuit 300 in the door lock 200. That is, the vehicle 100 in this embodiment may further include a redundant power supply 120, and the door lock 200 may further include a redundant drive circuit 300. The redundant drive circuit 300 is electrically connected to the door lock motor 210, and the power supply terminal 303 of the redundant drive circuit 300 is used to connect to the redundant power supply 120. Specifically, the redundant drive circuit 300 is configured to: in response to a collision signal, activate the signal branch between the redundant power supply 120 and the door lock motor 210; wherein the collision signal is the signal generated after the vehicle 100 suffers an external impact.

[0029] Therefore, when vehicle 100 suffers an external impact, redundant drive circuit 300 will activate to supply power from redundant power supply 120 to door lock motor 210, ensuring that door 1120 can unlock in time, allowing passengers to exit the vehicle immediately. In some possible embodiments, the concealed door handle will also pop out at the same time as door 1120 unlocks, facilitating rescue personnel to rescue passengers inside vehicle 100.

[0030] It is not difficult to see that the door lock motor 210 in this embodiment adopts a dual control architecture of redundant drive circuit 300 and main drive circuit 230, and the redundant power supply 120 and the main power supply 130 are independent. Even if the main drive circuit 230 fails, the vehicle 100 can still ensure that the door 1120 is unlocked smoothly through the redundant power supply 120 and redundant drive circuit 300 to ensure the safety of passengers.

[0031] In some possible embodiments, the main drive circuit 230 can be connected to the door lock motor 210 via a redundant drive circuit 300. When the vehicle 100 suffers an external impact, the redundant drive circuit 300 can also disconnect the signal branch between the main drive circuit 230 and the door lock motor 210 to prevent signal conflict. Of course, the main drive circuit 230 can also be directly connected to both ends of the door lock motor 210. The specific implementation of the redundant drive circuit 300 will be described in detail later in the specification.

[0032] In this embodiment, the redundant power supply 120 is powered by a capacitor. Referring to Figure 3, the redundant power supply 120 may include a capacitor 1210, which is used for power supply. The positive terminal of capacitor 1210 is connected to the power supply terminal 303 of the redundant drive circuit 300, and the negative terminal of capacitor 1210 is grounded. As one implementation, capacitor 1210 can be a supercapacitor, which possesses the characteristics of rapid charging and discharging of a capacitor while also having the energy storage characteristics of a battery.

[0033] Furthermore, compared to a battery, capacitor 1210 is more compact, allowing redundant power supply 120 to be placed in a non-collision area of ​​vehicle 100, thereby improving the power supply reliability of redundant power supply 120. As one implementation, redundant power supply 120 can be placed on the floor to reduce the probability of redundant power supply 120 malfunctioning in the event of an external impact to vehicle 100. It is easy to understand that under normal operating conditions of vehicle 100, capacitor 1210 can be charged via main power supply 130 to maintain a certain voltage across its terminals.

[0034] In some possible embodiments, as shown in FIG3, the redundant power supply 120 may further include a protection resistor 1230 and a switching transistor 1250. The protection resistor 1230 and capacitor 1210 are connected in series, with one end of the protection resistor 1230 connected to the negative terminal of capacitor 1210 and the other end grounded. Specifically, the protection resistor 1230 is used to limit current and suppress voltage spikes to ensure that capacitor 1210 can charge and discharge smoothly.

[0035] Switch 1250 and capacitor 1210 are connected in series, serving as a switching element in redundant power supply 120. Specifically, when switch 1250 is turned on, capacitor 1210 discharges to redundant drive circuit 300; when switch 1250 is turned off, capacitor 1210 stops discharging to redundant drive circuit 300. In the embodiment shown in Figure 3, switch 1250 is an N-channel field-effect transistor, which can be, exemplarily, an N-channel enhancement-mode MOSFET. Specifically, the drain of switch 1250 is connected to power supply terminal 303, the source of switch 1250 is connected to the positive terminal of capacitor 1210, and the gate of switch 1250 is electrically connected to the control module (not shown) of redundant drive circuit 300. The control module of redundant drive circuit 300 is also configured to output a high-level signal to the gate of switch 1250 in response to a collision signal, thereby turning on switch 1250. The generation method of the collision signal is described in the embodiment shown in Figure 3.

[0036] Therefore, in this embodiment, when the vehicle 100 is subjected to an external impact, the redundant drive circuit 300 will control the switching transistor 1250 to turn on, thereby applying the voltage of the capacitor 1210 to the power supply terminal 303 of the redundant drive circuit 300. Conversely, when the vehicle 100 is operating normally, the control module of the redundant drive circuit 300 will not output a high-level signal, so that the gate of the switching transistor 1250 is kept in a low-level state, thereby keeping the switching transistor 1250 in the off state.

[0037] In the embodiment shown in Figure 3, the redundant power supply 120 may further include a diode 1270, with the anode of diode 1270 connected to the source of switching transistor 1250 and the cathode of diode 1270 connected to the drain of switching transistor 1250. By connecting diode 1270 between the source and drain of switching transistor 1250, this embodiment prevents current from flowing back into capacitor 1210, thus enabling unidirectional power supply to the redundant power supply 120 and ensuring its normal operation even when the vehicle 100 is subjected to an external impact.

[0038] In some possible embodiments, there are multiple doors 1120 and multiple door locks 200. For example, taking a car as an example, there may be four doors 1120, and multiple door locks 200 are provided one-to-one with multiple doors 1120.

[0039] As one implementation method, as shown in Figure 3, the power supply terminals 303 of the multiple redundant drive circuits 300 corresponding to the multiple door locks 200 are connected to the same redundant power supply 120. In this case, the multiple redundant drive circuits 300 are connected in parallel with each other, and one redundant power supply 120 can supply power to multiple redundant drive circuits 300, thereby reducing the hardware cost of the vehicle 100.

[0040] In another implementation, there can be multiple redundant power supplies 120, each connected to a power supply terminal 303 of a multiple redundant drive circuit 300 to supply power to the corresponding redundant drive circuit 300. In this case, if one of the redundant power supplies 120 fails, the other redundant drive circuits 300 can still unlock the corresponding door 1120, allowing passengers to leave the vehicle immediately.

[0041] In some possible embodiments, the vehicle 100 may further include a collision sensor (not shown in the figure), which is electrically connected to the control module of the redundant drive circuit 300, for example, via a CAN bus. Specifically, the collision sensor is used to generate a collision signal after the vehicle suffers an external impact and send the collision signal to the control module of the redundant drive circuit 300. Exemplarily, the collision sensor may be an electronic collision sensor, a mercury switch collision sensor, etc., and this embodiment is not limited to this.

[0042] The specific implementation of the redundant drive circuit 300 is explained below.

[0043] In this embodiment, the redundant drive circuit 300 is provided with a first connection terminal 301, a second connection terminal 302, a power supply terminal 303, and a ground terminal 304. The first connection terminal 301, the second connection terminal 302, the power supply terminal 303, and the ground terminal 304 are all external ports of the redundant drive circuit 300. Specifically, the door lock motor 210 is connected between the first connection terminal 301 and the second connection terminal 302, the power supply terminal 303 is connected to the redundant power supply 120, and the ground terminal 304 is used for grounding.

[0044] Referring to Figure 4, the redundant drive circuit 300 may include a first switch module 40, a second switch module 50, and a control module 320. The first switch module 40 is connected between the power supply terminal 303 and the first connection terminal 301, and the second switch module 50 is connected between the second connection terminal 302 and the ground terminal 304. The control module 320 is electrically connected to both the first switch module 40 and the second switch module 50. The control module 320 is configured to, in response to a collision signal, control the first switch module 40 to conduct the signal branch between the power supply terminal 303 and the first connection terminal 301, and control the second switch module 50 to conduct the signal branch between the second connection terminal 302 and the ground terminal 304. The collision signal is the signal generated after the vehicle 100 suffers an external impact.

[0045] Therefore, when vehicle 100 suffers an external impact, the redundant drive circuit 300 will activate to supply power from the redundant power supply 120 to the door lock motor 210, ensuring that the door 1120 can unlock in time, allowing passengers to exit the vehicle immediately. Furthermore, the door lock motor 210 can be dually driven by the redundant drive circuit 300 and the main drive circuit 230. Even if the main drive circuit 230 fails, vehicle 100 can still ensure that the door 1120 unlocks smoothly through the redundant power supply 120 and the redundant drive circuit 300, thus ensuring passenger safety.

[0046] In some possible embodiments, the redundant drive circuit 300 may be located on the floor of the vehicle 100 to reduce the probability of the redundant drive circuit 300 failing when the vehicle 100 is subjected to an external impact.

[0047] Specifically, the control module 320 can be a microcontroller unit (MCU). On one hand, the control module 320 can be electrically connected to the collision sensor via a CAN bus to receive the collision signal emitted by the collision sensor. On the other hand, the control module 320 is also electrically connected to the switching transistor 1250 of the redundant power supply 120, the first switching module 40, and the second switching module 50, respectively. It is used to turn on the signal branch between the capacitor 1210 and the door lock motor 210 when a collision occurs in the vehicle 100, so that the redundant power supply 120 supplies power to the door lock motor 210.

[0048] Please refer to Figure 5. The first switch module 40 may include a first switch transistor 410. The first switch transistor 410 is connected between the power supply terminal 303 and the first connection terminal 301. The control terminal 4102 of the first switch transistor 410 is electrically connected to the control module 320.

[0049] In one implementation, the first switching transistor 410 can be an N-channel field-effect transistor. The drain of the first switching transistor 410 is connected to the power supply terminal 303, the source of the first switching transistor 410 is connected to the first connection terminal 301, and the gate of the first switching transistor 410 is the control terminal 4102. In the embodiment shown in FIG5, the first switching transistor 410 is an N-channel enhancement-mode MOSFET.

[0050] Specifically, the control module 320 is configured to output a high-level signal to the gate of the first switch 410 in response to a collision signal, thereby turning the first switch 410 on. It is easy to understand that when a high-level signal is input to the gate of the first switch 410, the gate voltage of the first switch 410 will be greater than the source voltage, thus turning on the first switch 410, that is, turning on the signal branch between the power supply terminal 303 and the first connection terminal 301. Conversely, when the vehicle 100 is operating normally, the control module 320 will not output a high-level signal to keep the gate of the first switch 410 at a low level, thereby keeping the first switch 410 in the off state.

[0051] Of course, as other implementations, the first switch 410 can also be a bipolar junction transistor, an insulated gate bipolar transistor, etc. This embodiment does not limit the specific implementation of the first switch 410.

[0052] In some possible embodiments, the first switching transistor 410 can be integrated into the electronic fuse chip 430 (E-Fuse chip). The electronic fuse chip 430 is used to disconnect the signal branch between the power supply terminal 303 and the first connection terminal 301 in the event of a short circuit in the door lock motor 210. Specifically, the electronic fuse chip 430 may be a BTS7030.

[0053] Referring to Figure 3, it is easy to see that when there are multiple door lock motors 210, the power supply terminals 303 of the multiple redundant drive circuits 300 corresponding to the multiple door lock motors 210 are all connected to the same redundant power supply 120. In this embodiment, by integrating the first switching transistor 410 into the electronic fuse chip 430, the overcurrent protection function of the electronic fuse chip 430 can be triggered when one of the door lock motors 210 is short-circuited, thereby switching the short-circuit path in time to ensure that the redundant power supply can smoothly supply power to the other door lock motors 210 that are not short-circuited, so that the other door lock motors 210 can successfully unlock the corresponding car door 1120.

[0054] In the embodiment shown in Figure 5, the second switch module 50 may include a second switch transistor 520 and a first switch driving unit 540. The second switch transistor 520 is connected between the second connection terminal 302 and the ground terminal 304, and the first switch driving unit 540 is connected between the control terminal 5201 of the second switch transistor 520 and the positive terminal (not shown) of the capacitor 1210. That is, in this embodiment, the driving level of the second switch transistor 520 comes from the capacitor 1210. The first switch driving unit 540 is electrically connected to the control module 320, which is specifically configured to: in response to a collision signal, control the first switch driving unit 540 to conduct the signal branch between the control terminal 5201 of the second switch transistor 520 and the positive terminal of the capacitor 1210, so that the capacitor 1210 outputs a high-level signal to the control terminal 5201 of the second switch transistor 520, thereby putting the second switch transistor 520 in a conducting state.

[0055] In one implementation, the second switch 520 can be an N-channel MOSFET. The drain of the second switch 520 is connected to the second connection terminal 302, the source of the second switch 520 is connected to the ground terminal 304, and the gate of the second switch 520 is the control terminal 5201. In the embodiment shown in FIG5, the second switch 520 is an N-channel enhancement-mode MOSFET. Of course, in other implementations, the second switch 520 can also be a bipolar junction transistor, an insulated-gate bipolar transistor, etc. This embodiment does not limit the specific implementation of the second switch 520.

[0056] The first switch driving unit 540 is used to turn on or off the signal branch between capacitor 1210 and the second switch transistor 520. In some possible embodiments, the first switch driving unit 540 may include a first transistor 5410 and a second transistor 5430. Specifically, in FIG5, the first transistor 5410 is a PNP bipolar junction transistor, and the second transistor 5430 is an NPN bipolar junction transistor.

[0057] In the embodiment shown in Figure 5, the emitter of the first transistor 5410 is connected to the positive terminal of the capacitor 1210 (not shown in the figure), the collector of the first transistor 5410 is connected to the control terminal 5201 of the second switch 520, and the base of the first transistor 5410 is connected to the collector of the second transistor 5430. The emitter of the second transistor 5430 is connected to the ground terminal 304, and the base of the second transistor 5430 is electrically connected to the control module 320. The control module 320 is specifically configured to: in response to a collision signal, output a high-level signal to the base of the second transistor 5430 to turn on the second transistor 5430, thereby turning on the first transistor 5410.

[0058] It is easy to understand that when a high-level signal is input to the base of the second transistor 5430, the base voltage of the second transistor 5430 will be greater than the emitter voltage, thus turning on the second transistor 5430 and grounding the base of the first transistor 5410. Since the emitter of the first transistor 5410 is connected to capacitor 1210, the emitter voltage of the first transistor 5410 will be greater than the base voltage, thus turning on the first transistor 5410. At this time, capacitor 1210 outputs a high-level signal to the gate of the second switch transistor 520, and the gate voltage of the second switch transistor 520 will be greater than the source voltage, thus turning on the second switch transistor 520, that is, turning on the signal branch between the second connection terminal 302 and the ground terminal 304. Conversely, when the vehicle 100 is operating normally, the control module 320 will not output a high-level signal, so that the base of the second transistor 5430 remains at a low level, thus keeping the second switch transistor 520 in the off state.

[0059] Therefore, the first switch driving unit 540 in this embodiment adopts a switch circuit architecture and realizes the conduction and turn-off of the second switch tube 520 through the control module 320. Compared with the implementation method of integrating the first switch tube 410 into the E-Fuse chip, the hardware cost of the second switch module 50 can be reduced.

[0060] Of course, the first switch driving unit 540 can also adopt a switch circuit architecture other than that shown in Figure 5. In addition, the first transistor 5410 and the second transistor 5430 in Figure 5 can be other types of switching transistors, such as field-effect transistors, insulated-gate bipolar transistors, etc. This embodiment does not limit the specific implementation of the first switch driving unit 540.

[0061] In the embodiment shown in Figure 5, the first switch driving unit 540 may further include a third resistor R3, a fourth resistor R4, a fifth resistor R5, a sixth resistor R6, and a seventh resistor R7. One end of the third resistor R3 is connected to the collector of the first transistor 5410, and the other end is connected to the control terminal 5201 of the second switch transistor 520. The fourth resistor R4 is connected between the base and emitter of the first transistor 5410. One end of the fifth resistor R5 is connected to the base of the first transistor 5410, and the other end is connected to the collector of the second transistor 5430. The sixth resistor R6 is connected between the base and emitter of the second transistor 5430. One end of the seventh resistor R7 is connected to the base of the second transistor 5430, and the other end is connected to the control module 320. Specifically, the third resistor R3, the fourth resistor R4, the fifth resistor R5, the sixth resistor R6, and the seventh resistor R7 are all voltage divider resistors to ensure the normal operation of the first transistor 5410, the second transistor 5430, and the second switching transistor 520.

[0062] Referring again to Figure 4, the redundant drive circuit 300 may also have a third connection terminal 305 and a fourth connection terminal 306. Both the third connection terminal 305 and the fourth connection terminal 306 are external ports of the redundant drive circuit 300 and are used to connect to the main drive circuit 230. For example, the two ports of the H-bridge drive circuit in Figure 2 used to connect to the door lock motor 210 can be connected one-to-one to the third connection terminal 305 and the fourth connection terminal 306. Alternatively, the third connection terminal 305 and the fourth connection terminal 306 can also be connected one-to-one to the two ports of the relay drive circuit used to connect to the door lock motor 210.

[0063] In some possible embodiments, the redundant drive circuit 300 may further include a third switch module 60 and a fourth switch module 70, wherein the third switch module 60 is connected between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 is connected between the second connection terminal 302 and the fourth connection terminal 306. The control module 320 is also electrically connected to the third switch module 60 and the fourth switch module 70, respectively, and is further configured to: in response to a collision signal, control the third switch module 60 to disconnect the signal branch between the first connection terminal 301 and the third connection terminal 305, and control the fourth switch module 70 to disconnect the signal branch between the second connection terminal 302 and the fourth connection terminal 306.

[0064] Specifically, when the vehicle 100 is operating normally, the third switch module 60 connects the signal branch between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 connects the signal branch between the second connection terminal 302 and the fourth connection terminal 306, so that the main drive circuit 230 can drive the door lock motor 210.

[0065] In the event of an external impact to the vehicle 100, the third switch module 60 will disconnect the signal branch between the first connection terminal 301 and the third connection terminal 305, and the fourth switch module 70 will disconnect the signal branch between the second connection terminal 302 and the fourth connection terminal 306. This is to prevent the control signal corresponding to the main drive circuit 230 from conflicting with the control signal corresponding to the redundant drive circuit 300. It can also prevent the redundant power supply 120 from failing to supply power to the door lock motor 210 normally in the event of a short circuit in the power supply circuit where the main power supply 130 is located, thus ensuring that the door 1120 can be unlocked smoothly.

[0066] It is not difficult to see that the third switch module 60 and the fourth switch module 70 can isolate the main drive circuit 230 and the redundant drive circuit 300. Therefore, the main drive circuit 230 in this embodiment does not need to be optimized, for example, by setting additional anti-reverse circuits or updating the PCB of the controller 2320, to reduce the hardware and software costs of the door lock 200. Furthermore, regardless of whether the main drive circuit 230 adopts an H-bridge drive architecture or a relay drive architecture, the redundant drive circuit 300 can be compatible, enabling a platform-based design of the system. In addition, since the main drive circuit 230 and the redundant drive circuit 300 are completely isolated, the coupling between the systems can be reduced, thereby improving the system stability.

[0067] Referring again to Figure 5, the redundant drive circuit 300 may further include a power supply 80. For example, the power supply 80 may be a drive voltage generator, i.e., a charge pump. The third switch module 60 may include a third switch transistor 610 and a second switch drive unit 630. The third switch transistor 610 is connected between the first connection terminal 301 and the third connection terminal 305, and its control terminal 6101 is connected to the power supply 80. When a high-level signal is input to the control terminal 6101 of the third switch transistor 610, the third switch transistor 610 is in a conducting state. The second switch drive unit 630 is connected between the control terminal 6101 of the third switch transistor 610 and the ground terminal 304. The control module 320 is electrically connected to the second switch drive unit 630, and the control module 320 is specifically configured to: in response to a collision signal, control the second switch drive unit 630 to conduct the signal branch between the control terminal 6101 of the third switch transistor 610 and the ground terminal 304.

[0068] Therefore, the driving level of the third switch 610 in this embodiment comes from the power supply 80. When the vehicle 100 is working normally, the power supply 80 can output a high-level signal to the control terminal 6101 of the third switch 610 to keep the third switch 610 in the conducting state. When the vehicle 100 encounters an external impact, the control module 320 controls the second switch driving unit 630 to work, so that the signal branch between the control terminal 6101 of the third switch 610 and the ground terminal 304 is connected. At this time, the control terminal 6101 of the third switch 610 is in a low-level state, thereby making the third switch 610 in the off state to disconnect the signal branch between the first connection terminal 301 and the third connection terminal 305.

[0069] In one implementation, the third switch 610 can be an N-channel field-effect transistor (MOSFET). The drain of the third switch 610 is connected to the first connection terminal 301, the source of the third switch 610 is connected to the third connection terminal 305, and the gate of the third switch 610 is the control terminal 6101. In the embodiment shown in FIG5, the third switch 610 is an N-channel enhancement-mode MOSFET. Of course, in other implementations, the third switch 610 can also be a bipolar junction transistor (BJT), an insulated-gate bipolar transistor (IGBT), etc. This embodiment does not limit the specific implementation of the third switch 610.

[0070] In one implementation, the second switch driving unit 630 may include a first field-effect transistor 6320, which is an N-channel field-effect transistor. In the embodiment shown in FIG5, the first field-effect transistor 6320 is an N-channel enhancement-mode MOSFET. The drain of the first field-effect transistor 6320 is connected to the control terminal 6101 of the third switch 610, the source of the first field-effect transistor 6320 is connected to the ground terminal 304, and the gate of the first field-effect transistor 6320 is electrically connected to the control module 320.

[0071] Specifically, the control module 320 is configured to: in response to a collision signal, output a high-level signal to the gate of the first field-effect transistor 6320 to turn on the first field-effect transistor 6320, thereby turning off the third switch 610. Specifically, when a high-level signal is input to the gate of the first field-effect transistor 6320, the gate voltage of the first field-effect transistor 6320 will be greater than the source voltage, thereby turning on the first field-effect transistor 6320. That is, the signal branch between the control terminal 6101 of the third switch 610 and the ground terminal 304 is turned on, so that the control terminal 6101 of the third switch 610 is in a low-level state. Therefore, in this embodiment, the first field-effect transistor 6320 is a pull-down switch.

[0072] Conversely, when the vehicle 100 is operating normally, the control module 320 will not output a high-level signal, so that the gate of the first field-effect transistor 6320 remains at a low level, thereby keeping the first field-effect transistor 6320 in the off state. At this time, the power supply 80 can smoothly output a high-level signal to the control terminal 6101 of the third switch transistor 610, and the gate voltage of the third switch transistor 610 will be greater than the source voltage, so that the third switch transistor 610 remains in the on state.

[0073] Of course, the second switch driving unit 630 can also adopt a pull-down circuit architecture other than that shown in Figure 5. In addition, the first field-effect transistor 6320 in Figure 5 can be other types of switching transistors, such as bipolar junction transistors, insulated gate bipolar transistors, etc. This embodiment does not limit the specific implementation of the second switch driving unit 630.

[0074] In some possible embodiments, the third switching module 60 may further include a first bidirectional Zener diode D1 and a first resistor R1. The first bidirectional Zener diode D1 is connected between the gate and source of the third switching transistor 610. The first bidirectional Zener diode D1 can withstand instantaneous current surges and provide overvoltage protection for the third switching transistor 610, ensuring its normal operation. The gate of the third switching transistor 610 is connected to the power supply 80 through the first resistor R1, which is a voltage divider resistor, to prevent excessive gate voltage from damaging the third switching transistor 610 and ensuring its device safety.

[0075] In the embodiment shown in Figure 5, the fourth switch module 70 may include a fourth switch transistor 720 and a third switch driving unit 740. The fourth switch transistor 720 is connected between the second connection terminal 302 and the fourth connection terminal 306, and its control terminal 7201 is connected to the power supply 80. When a high-level signal is input to the control terminal 7201 of the fourth switch transistor 720, the fourth switch transistor 720 is in a conducting state. The third switch driving unit 740 is connected between the control terminal 7201 of the fourth switch transistor 720 and the ground terminal 304. The control module 320 is electrically connected to the third switch driving unit 740, and the control module 320 is specifically configured to: in response to a collision signal, control the third switch driving unit 740 to conduct the signal branch between the control terminal 7201 of the fourth switch transistor 720 and the ground terminal 304.

[0076] Therefore, the driving level of the fourth switch 720 in this embodiment comes from the power supply 80. Specifically, the driving levels of the third switch 610 and the fourth switch 720 can come from the same power supply 80, or they can come from two different power supplies 80, which is not limited in this embodiment. When the vehicle 100 is working normally, the power supply 80 can output a high-level signal to the control terminal 7201 of the fourth switch 720 to keep the fourth switch 720 in the conducting state. When the vehicle 100 encounters an external impact, the control module 320 controls the third switch driving unit 740 to work, so that the signal branch between the control terminal 7201 of the fourth switch 720 and the ground terminal 304 is connected. At this time, the control terminal 7201 of the fourth switch 720 is in a low-level state, thereby making the fourth switch 720 in the off state to disconnect the signal branch between the second connection terminal 302 and the fourth connection terminal 306.

[0077] In one implementation, the fourth switch 720 can be an N-channel field-effect transistor (MOSFET). The drain of the fourth switch 720 is connected to the fourth connection terminal 306, the source of the fourth switch 720 is connected to the second connection terminal 302, and the gate of the fourth switch 720 is the control terminal 7201. In the embodiment shown in Figure 5, the fourth switch 720 is an N-channel enhancement-mode MOSFET. Of course, in other implementations, the fourth switch 720 can also be a bipolar junction transistor (BJT), an insulated-gate bipolar transistor (IGBT), etc. This embodiment does not limit the specific implementation of the fourth switch 720.

[0078] In one implementation, the third switch driving unit 740 may include a second field-effect transistor 7410, which is an N-channel field-effect transistor. In the embodiment shown in FIG5, the second field-effect transistor 7410 is an N-channel enhancement-mode MOSFET. The drain of the second field-effect transistor 7410 is connected to the control terminal 7201 of the fourth switch 720, the source of the second field-effect transistor 7410 is connected to the ground terminal 304, and the gate of the second field-effect transistor 7410 is electrically connected to the control module 320.

[0079] Specifically, the control module 320 is configured to: in response to a collision signal, output a high-level signal to the gate of the second field-effect transistor 7410 to turn on the second field-effect transistor 7410, thereby turning off the fourth switch 720. Specifically, when a high-level signal is input to the gate of the second field-effect transistor 7410, the gate voltage of the second field-effect transistor 7410 will be greater than the source voltage, thereby turning on the second field-effect transistor 7410. That is, the signal branch between the control terminal 7201 of the fourth switch 720 and the ground terminal 304 is turned on, so that the control terminal 7201 of the fourth switch 720 is in a low-level state. Therefore, in this embodiment, the second field-effect transistor 7410 is a pull-down switch.

[0080] Conversely, when the vehicle 100 is operating normally, the control module 320 will not output a high-level signal, so that the gate of the second field-effect transistor 7410 remains at a low level, thereby keeping the second field-effect transistor 7410 in the off state. At this time, the power supply 80 can smoothly output a high-level signal to the control terminal 7201 of the fourth switch transistor 720, and the gate voltage of the fourth switch transistor 720 will be greater than the source voltage, so that the fourth switch transistor 720 remains in the on state.

[0081] Of course, the third switch driving unit 740 can also adopt a pull-down circuit architecture other than that shown in Figure 5. In addition, the second field-effect transistor 7410 in Figure 5 can be other types of switching transistors, such as bipolar junction transistors, insulated gate bipolar transistors, etc. This embodiment does not limit the specific implementation of the third switch driving unit 740.

[0082] In some possible embodiments, the fourth switching module 70 may further include a second bidirectional Zener diode D2 and a second resistor R2. The second bidirectional Zener diode D2 is connected between the gate and source of the fourth switching transistor 720. The second bidirectional Zener diode D2 can withstand instantaneous current surges and provide overvoltage protection for the fourth switching transistor 720 to ensure its normal operation. The gate of the fourth switching transistor 720 is connected to the power supply 80 through the second resistor R2, which acts as a voltage divider to prevent excessive gate voltage from damaging the fourth switching transistor 720, thus ensuring the device safety of the fourth switching transistor 720.

[0083] This application provides a vehicle 100, a redundant drive circuit 300, and a door lock 200. The door lock 200 includes a door lock motor 210, a main drive circuit 230, and a redundant drive circuit 300. When the vehicle 100 is operating normally, the main drive circuit 230 drives the door lock motor 210. Specifically, the redundant drive circuit 300 is configured to: in response to a collision signal, activate the signal branch between the redundant power supply 120 and the door lock motor 210; wherein the collision signal is the signal generated after the vehicle 100 suffers an external impact.

[0084] Therefore, when vehicle 100 suffers an external impact, the redundant drive circuit 300 will activate to supply power from the redundant power supply 120 to the door lock motor 210, ensuring that the door 1120 can unlock in time, allowing passengers to exit the vehicle immediately. Furthermore, the door lock motor 210 can be dually driven by the redundant drive circuit 300 and the main drive circuit 230. Even if the main drive circuit 230 fails, vehicle 100 can still ensure that the door 1120 unlocks smoothly through the redundant power supply 120 and the redundant drive circuit 300, thus ensuring passenger safety.

[0085] Furthermore, since the redundant power supply 120 uses capacitor power supply, compared with the battery power supply method, the capacitor is smaller in size and can be placed in non-collision areas of the vehicle 100, such as under the vehicle floor, to improve the power supply reliability of the redundant power supply 120.

[0086] In this application specification, certain terms are used to refer to specific components. Those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. The specification and claims do not distinguish components based on differences in name, but rather on differences in function. The term "comprising" throughout the specification and claims is an open-ended term and should be interpreted as "including but not limited to"; "generally" means that those skilled in the art can solve the technical problem within a certain margin of error and basically achieve the technical effect.

[0087] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "inside", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the purpose of simplifying the description of this application and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0088] In this application, unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or merely surface contact. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0089] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0090] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0091] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle, characterized in that, include: The car body, including the doors; A redundant power supply, including capacitors, is used to supply power; as well as A door lock is installed on the vehicle door; the door lock includes a door lock motor, a main drive circuit, and a redundant drive circuit. The main drive circuit is electrically connected to the door lock motor, and the main drive circuit is used to drive the door lock motor to work when the vehicle is working normally; The redundant drive circuit is electrically connected to the door lock motor. The power supply terminal of the redundant drive circuit is connected to the positive terminal of the capacitor, and the negative terminal of the capacitor is grounded. The redundant drive circuit is configured to: in response to a collision signal, conduct the signal branch between the redundant power supply and the door lock motor; wherein, the collision signal is the signal generated after the vehicle suffers an external impact.

2. The vehicle according to claim 1, characterized in that, The vehicle body also includes a floor, and the redundant power supply is located on the floor.

3. The vehicle according to claim 1 or 2, characterized in that, There are multiple doors and multiple door locks, with each door lock corresponding to one of the multiple doors; The power supply terminals of the multiple redundant drive circuits corresponding to the multiple door locks are connected to the same redundant power supply.

4. The vehicle according to any one of claims 1 to 3, characterized in that, The redundant power supply also includes a protection resistor and a switching transistor; one end of the protection resistor is connected to the negative terminal of the capacitor, and the other end is grounded; The switching transistor is an N-channel field-effect transistor. The drain of the switching transistor is connected to the power supply terminal, the source of the switching transistor is connected to the positive terminal of the capacitor, and the gate of the switching transistor is electrically connected to the redundant drive circuit. The redundant drive circuit is further configured to output a high-level signal to the gate of the switching transistor in response to a collision signal, so that the switching transistor is in the on state. The redundant power supply also includes a diode, the anode of which is connected to the source of the switching transistor, and the cathode of which is connected to the drain of the switching transistor.

5. The vehicle according to any one of claims 1 to 4, characterized in that, The redundant drive circuit has a first connection terminal, a second connection terminal, a power supply terminal, and a ground terminal; the door lock motor is connected between the first connection terminal and the second connection terminal, and the power supply terminal is connected to the redundant power supply. The redundant drive circuit includes: A first switch module is connected between the power supply terminal and the first connection terminal; A second switch module is connected between the second connection terminal and the grounding terminal; and A control module is electrically connected to the first switch module and the second switch module respectively. The control module is configured to: in response to the collision signal, control the first switch module to conduct the signal branch between the power supply terminal and the first connection terminal, and control the second switch module to conduct the signal branch between the second connection terminal and the ground terminal.

6. The vehicle according to claim 5, characterized in that, The first switch module includes a first switch transistor, which is connected between the power supply terminal and the first connection terminal, and the control terminal of the first switch transistor is electrically connected to the control module.

7. The vehicle according to claim 6, characterized in that, The first switching transistor is integrated into the electronic fuse chip; the electronic fuse chip is used to disconnect the signal branch between the power supply terminal and the first connection terminal in the event of a short circuit in the door lock motor.

8. The vehicle according to claim 6 or 7, characterized in that, The first switching transistor is an N-channel field-effect transistor. The drain of the first switching transistor is connected to the power supply terminal, the source of the first switching transistor is connected to the first connection terminal, and the gate of the first switching transistor is the control terminal of the first switching transistor. The control module is specifically configured to: in response to the collision signal, output a high-level signal to the gate of the first switch to turn on the first switch.

9. The vehicle according to any one of claims 5 to 8, characterized in that, The second switching module includes a second switching transistor and a first switching driving unit; the second switching transistor is connected between the second connection terminal and the ground terminal, and the first switching driving unit is connected between the control terminal of the second switching transistor and the positive terminal of the capacitor; The first switch driving unit is electrically connected to the control module. The control module is specifically configured to: in response to the collision signal, control the first switch driving unit to conduct the signal branch between the control terminal of the second switch and the positive terminal of the capacitor, so that the capacitor outputs a high-level signal to the control terminal of the second switch, thereby putting the second switch in a conducting state.

10. The vehicle according to claim 9, characterized in that, The second switching transistor is an N-channel field-effect transistor. The drain of the second switching transistor is connected to the second connection terminal, the source of the second switching transistor is connected to the ground terminal, and the gate of the second switching transistor is the control terminal of the second switching transistor.

11. The vehicle according to claim 9 or 10, characterized in that, The first switch driving unit includes a first transistor and a second transistor, wherein the first transistor is a PNP transistor and the second transistor is an NPN transistor; The emitter of the first transistor is connected to the positive terminal of the capacitor, the collector of the first transistor is connected to the control terminal of the second switching transistor, and the base of the first transistor is connected to the collector of the second transistor. The emitter of the second transistor is connected to the ground terminal, and the base of the second transistor is electrically connected to the control module. The control module is specifically configured to: in response to the collision signal, output a high-level signal to the base of the second transistor to turn on the second transistor, thereby turning on the first transistor.

12. The vehicle according to any one of claims 5 to 11, characterized in that, The redundant drive circuit is further provided with a third connection terminal and a fourth connection terminal, which are connected to the main drive circuit. The redundant drive circuit further includes a third switch module and a fourth switch module. The third switch module is connected between the first connection terminal and the third connection terminal, and the fourth switch module is connected between the second connection terminal and the fourth connection terminal. The control module is also electrically connected to the third switch module and the fourth switch module respectively. The control module is also configured to: in response to the collision signal, control the third switch module to disconnect the signal branch between the first connection terminal and the third connection terminal, and control the fourth switch module to disconnect the signal branch between the second connection terminal and the fourth connection terminal.

13. The vehicle according to claim 12, characterized in that, The redundant drive circuit also includes a power supply, and the third switch module includes a third switch transistor and a second switch drive unit. The third switch is connected between the first connection terminal and the third connection terminal, and the control terminal of the third switch is connected to the power supply; when a high-level signal is input to the control terminal of the third switch, the third switch is in the conducting state. The second switch driving unit is connected between the control terminal and the ground terminal of the third switch transistor. The control module is electrically connected to the second switch driving unit. The control module is specifically configured to: in response to the collision signal, control the second switch driving unit to conduct the signal branch between the control terminal and the ground terminal of the third switch transistor.

14. The vehicle according to claim 13, characterized in that, The third switching transistor is an N-channel field-effect transistor. The drain of the third switching transistor is connected to the first connection terminal, the source of the third switching transistor is connected to the third connection terminal, and the gate of the third switching transistor is the control terminal of the third switching transistor. The third switching module further includes a first bidirectional Zener diode and a first resistor; the first bidirectional Zener diode is connected between the gate and source of the third switching transistor, and the gate of the third switching transistor is connected to the power supply through the first resistor.

15. The vehicle according to claim 13 or 14, characterized in that, The second switch driving unit includes a first field-effect transistor, which is an N-channel field-effect transistor; The drain of the first field-effect transistor is connected to the control terminal of the third switch, the source of the first field-effect transistor is connected to the ground terminal, and the gate of the first field-effect transistor is electrically connected to the control module. The control module is specifically configured to: in response to the collision signal, output a high-level signal to the gate of the first field-effect transistor to make the first field-effect transistor in a conducting state, thereby making the third switch in a disconnected state.

16. The vehicle according to any one of claims 12 to 15, characterized in that, The redundant drive circuit also includes a power supply, and the fourth switch module includes a fourth switch transistor and a third switch drive unit. The fourth switch is connected between the second connection terminal and the fourth connection terminal, and the control terminal of the fourth switch is connected to the power supply; when a high-level signal is input to the control terminal of the fourth switch, the fourth switch is in the conducting state. The third switch driving unit is connected between the control terminal and the ground terminal of the fourth switch transistor. The control module is electrically connected to the third switch driving unit. The control module is specifically configured to: in response to the collision signal, control the third switch driving unit to conduct the signal branch between the control terminal and the ground terminal of the fourth switch transistor.

17. The vehicle according to claim 16, characterized in that, The fourth switching transistor is an N-channel field-effect transistor. The drain of the fourth switching transistor is connected to the fourth connection terminal, the source of the fourth switching transistor is connected to the second connection terminal, and the gate of the fourth switching transistor is the control terminal of the fourth switching transistor. The fourth switching module further includes a second bidirectional Zener diode and a second resistor; the second bidirectional Zener diode is connected between the gate and source of the fourth switching transistor, and the gate of the fourth switching transistor is connected to the power supply through the second resistor.

18. The vehicle according to claim 16 or 17, characterized in that, The third switch driving unit includes a second field-effect transistor, which is an N-channel field-effect transistor. The drain of the second field-effect transistor is connected to the control terminal of the fourth switch, the source of the second field-effect transistor is connected to the ground terminal, and the gate of the second field-effect transistor is electrically connected to the control module. The control module is specifically configured to: in response to the collision signal, output a high-level signal to the gate of the second field-effect transistor to make the second field-effect transistor turn on, thereby making the fourth switch turn off.

19. A redundant drive circuit, characterized in that, Applied to vehicles, the vehicle includes a redundant power supply and a door lock motor, the redundant power supply being capacitor-powered; the redundant drive circuit has a first connection terminal, a second connection terminal, a power supply terminal, and a ground terminal; the first connection terminal and the second connection terminal are used to connect to the door lock motor, and the power supply terminal is used to connect to the redundant power supply; the redundant drive circuit includes: A first switch module is connected between the power supply terminal and the first connection terminal; A second switch module is connected between the second connection terminal and the grounding terminal; and A control module is electrically connected to the first switch module and the second switch module respectively. The control module is configured to: in response to a collision signal, control the first switch module to conduct the signal branch between the power supply terminal and the first connection terminal, and control the second switch module to conduct the signal branch between the second connection terminal and the ground terminal; wherein the collision signal is the signal generated after the vehicle suffers an external impact.

20. The redundant drive circuit according to claim 19, characterized in that, The vehicle also includes a main drive circuit, which is used to drive the door lock motor to work when the vehicle is working normally; the redundant drive circuit is also provided with a third connection terminal and a fourth connection terminal, which are used to connect to the main drive circuit. The redundant drive circuit further includes a third switch module and a fourth switch module. The third switch module is connected between the first connection terminal and the third connection terminal, and the fourth switch module is connected between the second connection terminal and the fourth connection terminal. The control module is also electrically connected to the third switch module and the fourth switch module respectively. The control module is also configured to: in response to the collision signal, control the third switch module to disconnect the signal branch between the first connection terminal and the third connection terminal, and control the fourth switch module to disconnect the signal branch between the second connection terminal and the fourth connection terminal.

21. A door lock, characterized in that, Applied to a vehicle, the vehicle includes a redundant power supply, the redundant power supply is capacitor-powered, and the door lock includes: Door lock motor; The main drive circuit is electrically connected to the door lock motor, and the main drive circuit is used to drive the door lock motor to operate when the vehicle is operating normally; and The redundant drive circuit as described in claim 19 or 20, wherein the door lock motor is connected between the first connection terminal and the second connection terminal of the redundant drive circuit, and the power supply terminal of the redundant drive circuit is used to connect to the redundant power supply.

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