CN113677067B - Dynamic control method and control system for vehicle brake lamp - Google Patents
Dynamic control method and control system for vehicle brake lamp Download PDFInfo
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- CN113677067B CN113677067B CN202110956683.8A CN202110956683A CN113677067B CN 113677067 B CN113677067 B CN 113677067B CN 202110956683 A CN202110956683 A CN 202110956683A CN 113677067 B CN113677067 B CN 113677067B
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- brake
- stop
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
- H05B45/00—Circuit arrangements for operating light-emitting diodes [LED]
- H05B45/30—Driver circuits
- H05B45/345—Current stabilisation; Maintaining constant current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
- B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
- B60Q1/44—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating braking action or preparation for braking, e.g. by detection of the foot approaching the brake pedal
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
- H05B45/00—Circuit arrangements for operating light-emitting diodes [LED]
- H05B45/30—Driver circuits
- H05B45/37—Converter circuits
- H05B45/3725—Switched mode power supply [SMPS]
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
- H05B45/00—Circuit arrangements for operating light-emitting diodes [LED]
- H05B45/50—Circuit arrangements for operating light-emitting diodes [LED] responsive to malfunctions or undesirable behaviour of LEDs; responsive to LED life; Protective circuits
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B20/00—Energy efficient lighting technologies, e.g. halogen lamps or gas discharge lamps
- Y02B20/40—Control techniques providing energy savings, e.g. smart controller or presence detection
Abstract
The invention discloses a dynamic control system and a control method for a vehicle brake lamp, wherein the control system comprises the following components: the braking power-off switching circuit is electrically coupled with the braking power supply and the starting power supply, and is charged by the starting power supply when the braking power supply is electrified; the starting power supply circuit is electrically coupled with the starting power supply and the braking power-off switching circuit, and when the starting power supply fails, the braking power-off switching circuit supplies power; the singlechip module is electrically coupled with the braking power supply and the driving power supply end and used for controlling the constant-current driving circuit of the LED braking lamp; the driving power supply end is electrically coupled with the output end of the starting power supply circuit and the braking power supply. The invention creatively provides the thought of dynamic extinction of the brake lamp and realizes that the brake lamp is dynamically extinguished within 200ms after braking power failure, thereby improving the technological sense and brand value of the vehicle. In addition, in the process of switching from starting power supply to braking power supply, the voltage of the driving power supply end always exists, and the problem of abnormal flickering of the LED in the process of switching the power supply is avoided.
Description
Technical Field
The invention relates to the fields of passenger cars, trucks, buses, motorcycles, special vehicles and the like, in particular to a dynamic control method and a dynamic control system for a vehicle brake lamp.
Background
Currently, with the development of society and the progress of science and technology, the living standard of people is higher and higher, and more efforts are beginning to put more personalized demands on nearby electronic products and vehicles.
Based on the method, from the perspective of a vehicle lamp designer, how to research the vehicle lamp to enable customers to have more visual enjoyment on the premise of meeting the vehicle driving safety and lamp regulations, so that the customer value is better improved, and the technological sense and brand value of the vehicle are improved.
In the use process of the vehicle, the brake lamp is the most frequently switched on and off in the aspect of the lamp, so that the brake lamp is taken as a research object, and the requirements and the value are realized as much as possible.
At present, most brake lamps of passenger cars on the market are directly extinguished when a brake pedal is released, and no dynamic effect is achieved.
Taking a vehicle speed of 120km/h at a high speed as an example, if a front vehicle brake light is turned on 1s per night, a rear vehicle will travel 66.67m, so the brake light belongs to a vehicle safety part and should be turned on as soon as possible when a brake pedal is depressed. Therefore, during the power-up and running of the vehicle start power KL15, the brake lamp should be turned on immediately every time the driver depresses the brake pedal, so that the driver behind the vehicle can immediately recognize and take countermeasures in time. When the driver releases the brake pedal, the brake lamp can be turned off in time. In addition, the principle and the characteristics of the traditional halogen brake lamp are considered, and the halogen brake lamp can only rapidly fade out when a brake pedal is released.
Disclosure of Invention
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the disclosure.
In order to solve the problems, the invention innovatively provides a dynamic control method and a dynamic control system for a vehicle brake lamp, which enable the vehicle to be turned off in a certain time with a dynamic effect when a driver releases a brake after a power supply is started to be electrified.
The invention aims to enable a driver to turn off an LED of a brake lamp at the tail of a vehicle in a dynamic mode within a certain time after releasing a brake pedal so as to improve the technological sense and the brand value of the vehicle.
Drawings
Embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to the preferred embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like parts. Furthermore, although terms used in the present disclosure are selected from publicly known and commonly used terms, some terms mentioned in the present disclosure may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present disclosure is understood, not simply by the actual terms used but by the meaning of each term lying within.
The above and other objects, features and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of the present invention with reference to the accompanying drawings.
FIG. 1 is a block diagram showing the control of an LED brake lamp module by a dynamic control system for a vehicle brake lamp according to the present invention;
FIG. 2 is a flow chart of the working conditions for realizing the dynamic control of the brake lamp according to the invention;
FIG. 3 is a circuit diagram of a preferred embodiment of the brake power-down switching circuit of FIG. 1;
FIG. 4 is a circuit diagram of a preferred embodiment of the start-up power circuit of FIG. 1;
fig. 5 is a circuit diagram of a preferred embodiment of the rest of fig. 3 and 4.
Reference numerals
100-brake lamp dynamic control system
11-Start Power supply Circuit
12-brake power-off switching circuit
13-Low dropout Linear Voltage regulator Circuit
14-singlechip module
15-brake power supply detection circuit
16-drive power supply detection circuit
17-LED brake lamp constant current driving circuit
18-LED brake lamp
200-vehicle body control module
300-LED brake light module
P-drive power supply terminal
Detailed Description
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are used in the description of the embodiments will be briefly described below. It is apparent that the drawings in the following description are only some examples or embodiments of the present application, and it is obvious to those skilled in the art that the present application may be applied to other similar situations according to the drawings without inventive effort. Unless otherwise apparent from the context of the language or otherwise specified, like reference numerals in the figures refer to like structures or operations.
As used in this application and in the claims, the terms "a," "an," "the," and/or "the" are not specific to the singular, but may include the plural, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
In the description of the present application, it should be understood that, where azimuth terms such as "front, rear, upper, lower, left, right", "transverse, vertical, horizontal", and "top, bottom", etc., indicate azimuth or positional relationships generally based on those shown in the drawings, only for convenience of description and simplification of the description, these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present application; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are merely for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and thus should not be construed as limiting the scope of the present application. Furthermore, although terms used in the present application are selected from publicly known and commonly used terms, some terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present application be understood, not simply by the actual terms used but by the meaning of each term lying within.
The present invention will be described in detail with reference to the accompanying drawings. The embodiments described herein are only for explaining the working principle and the operation method of the present invention, but the scope of the present invention is not limited to the following embodiments.
FIG. 1 is a block diagram showing the control of an LED brake lamp module by a dynamic control system for a vehicle brake lamp according to the present invention;
the conventional vehicle braking control directly controls the LED brake lamp constant current driving circuit through a starting power supply (KL 15 power for short) and a braking power supply (STOP power for short) LED out from a vehicle body control module (corresponding BCM module in the figure) 200, thereby controlling the LED brake lamp connected with the driving circuit.
The invention introduces a brake lamp dynamic control system 100 into the original brake lamp control of a vehicle, and a block diagram of the dynamic control system 100 is shown in the figure.
The dynamic control system 100 includes: a power supply circuit (corresponding to KL15 in the figure) 11, a brake power-off switching circuit (corresponding to STOP power-off switching circuit in the figure) 12, a low-dropout linear voltage stabilizing circuit (corresponding to LDO circuit in the figure) 13, a singlechip module (corresponding to MCU module in the figure) 14, a brake power supply detection circuit (corresponding to STOP power supply detection circuit in the figure) 15, a driving power supply detection circuit 16 and other circuits.
Further illustrated in fig. 1, the MCU module 14 is electrically coupled to the brake power detection circuit 15 and the driving power detection circuit 16, for knowing the STOP power switch condition and the power-on driving condition of the LED brake lamp constant current driving circuit 17, the driving power terminal P is electrically coupled to the brake power STOP through the diode D2, and is electrically coupled to the start power supply circuit 11, the start power supply circuit 11 is charged through the brake power-off switching circuit 12 when the start power supply and the brake power supply are powered on, at this time, the driving power terminal P is powered by the brake power supply to turn off the LED brake lamp module 300 connected to the driving circuit 17, and when the brake power supply is powered off, the start power supply circuit 11 which has completed charging continues to supply power to the driving circuit 17, and the MCU module 14 controls the driving circuit 17 to dynamically turn off the LED brake lamp module 300.
The dynamic control system 100 composed of the circuits finally realizes that after a driver releases a brake pedal through a specific control strategy, the brake lamp dynamic control system 100 continuously supplies power to the LED brake lamp module 300 for a short time in a period of time after the brake power is disconnected, so that the LED brake lamp module 300 is dynamically extinguished in a preset time, and the technological sense and the brand value of the vehicle are improved.
Table 1 is a summary table of the present invention for all conditions in the control process of FIG. 1, illustrating the various circuit components and control logic required to implement brake lamp dynamics.
| Working conditions of the work | KL15 power supply state | Stop power supply state | Power on state | New state MCU mode | Stop LED status |
| Working condition 1 | Electroless power | Electroless power | Electroless power | No electricity, no work | Extinguishing device |
| Working condition 2 | No electricity to power on | Electroless power | Electroless power | Powering up and waking up to stand by | Extinguishing device |
| Working condition 3 | With electricity | Electroless power | Electroless power | Powered, dormant | Extinguishing device |
| Working condition 4 | Power on-off | Electroless power | Electroless power | No electricity, no work | Extinguishing device |
| Working condition 5 | No electricity to power on | No electricity to power on | No electricity to power on | Electrifying and working | Stop power-on instant direct lighting, thereafter maintaining the lighting |
| Working condition 6 | With electricity | No electricity to power on | No electricity to power on | With electricity, working | Stop power-on instant direct lighting, thereafter maintaining the lighting |
| Working condition 7 | With electricity | With electricity | With electricity | With electricity, working | Maintaining static lighting |
| Working condition 8 | With electricity | Power on-off | With electricity | With electricity, working | Stop power down moment dynamic fade-out, thereafter maintaining the quench |
| Working condition 9 | With electricity | Electroless power | With electricity | With electricity, standby | After dynamic extinction, maintain the extinction state |
| Working condition 10 | With electricity | Electroless power | Power on-off | Powered, dormant | Extinguishing device |
TABLE 1
A specific implementation of the overall control method will be described in a specific flow control.
Working condition 1: when the vehicle is started without ignition
At this time, the whole circuit is not powered, that is, when both the KL15 power supply and the STOP power supply are not powered, so the LED STOP lamp module 300 maintains the off state.
Working condition 2: when the vehicle is started by ignition, but the brake is not stepped on to apply the brake
At this time, the KL15 is powered on, but the STOP power supply is not powered on, and the KL15 power supply circuit 11 cannot be turned on because the charging of the internal capacitor of the STOP power-off switching circuit 12 cannot be turned on by the STOP power-off switching circuit 12.
Taking the preferred embodiment shown in fig. 3 as an example, the KL15 power supply circuit has the following open conditions: the voltage across the internal capacitor of the STOP power-off switching circuit 12 is higher than 0.7V, that is, the voltage across the capacitor C3 in fig. 3 is higher than 0.7V, the STOP LED constant current driving circuit 17 is not powered but does not work, the LED STOP lamp module 300 maintains a turned-off state, and KL15 electrically resets the MCU module 14 by the LD0 circuit 13, so that the MCU module 14 enters a low power consumption standby mode.
Working condition 3: when the vehicle is ignited and started for a period of time, the condition of stepping on the brake is still not existed
That is, KL15 is powered but STOP power is not powered, at which time LED STOP lamp module 300 remains off. If the STOP power supply is not powered up for a period of time after the KL15 is powered up, the MCU module 14 enters a low power sleep mode to reduce the current consumption of the KL15 power.
The condition 3 is similar to the condition 2, namely, the MCU module 14 enters the dormant state after standing by for a certain time with low power consumption.
Working condition 4: when the driver turns on the vehicle to the destination, the brake pedal is released, then the driver turns off the vehicle, and the driver leaves the vehicle, and when the KL15 is powered down and the STOP is not powered up, the LED brake lamp module 300 maintains the off state, and the whole circuit including the MCU module 14 is powered down due to the loss of the power supply source.
Under the conditions 1-4, the brake of the vehicle is not stepped on, so the brake lamp is not lightened, and the whole system only performs the operation of powering up and dormancy after the standby of powering up on the MCU module 14.
Fig. 2 is a flowchart for implementing brake lamp control by applying the control system of the present invention, and the whole control process is specifically described below with reference to fig. 1 and corresponding working conditions.
Before the KL15 is powered on, the MCU module 14 is powered off and does not work, so the whole LED brake lamp module 300 is powered off and keeps being turned off.
Specifically, the above-described conditions 1 to 4 are described in detail.
In step S21, KL15 is powered on, MCU module 14 is powered on for reset, and LED brake lamp module 300 is in an off state.
In step S22, after the KL15 is powered on, the MCU module 14 determines what kind of working conditions from working condition 5 to working condition 10 in table 1 the whole circuit enters according to the STOP power on state and the voltage state of the STOP lamp driving power end P detected by the STOP power detection circuit 15 and the driving power detection circuit 16.
In the brake light control system 100, how the MCU module 14 controls the entry of the corresponding operation in each case is described in detail below.
Step S23, detect, by the MCU block 14, that STOP power is on via STOP power detection circuit 15? If the power is on, the brake is stepped on to apply the brake, and the step S28 is carried out; if STOP is not electrified, the brake is not stepped, and the step S24 is carried out;
step S24, when KL15 is powered on, detect STOP not powered on for more than 500ms? If not, the process proceeds to step S36, where the MCU module 14 is set according to the empirical value to determine whether the STOP power supply is not powered on for more than 500ms, so as to separate the conditions for determining that the MCU module 14 enters the standby mode and the sleep mode, and the consumed body currents are different under the two conditions.
Step S25, if the KL15 detects that the STOP is not powered on for more than 500ms after powering on, the MCU module 14 enters the sleep mode;
in step S26, in the sleep state of the MCU module 14, the MCU module 14 still needs to monitor the STOP power supply for power-up? Once the STOP is powered up, the MCU block 14 is woken up to control the STOP LED constant current drive circuit 17 to immediately directly light the LED.
Step S27, if the MCU module 14 monitors that the STOP is not electrified, the MCU module 14 continues to maintain the sleep state, namely, corresponds to the working condition 10;
working condition 10: when KL15 has Power and STOP is powered down, if the LED STOP lamp module 300 is turned off dynamically, the MCU module 14 detects that there is a driving voltage at the Power position through the driving Power detection circuit 16, the driving voltage is supplied by KL15, at this time, the Power of the capacitor C3 in fig. 3 is still not discharged, the KL15 Power supply circuit is still turned on to supply Power to the STOP LED constant current driving circuit 17, and then the MCU module 14 controls the STOP LED constant current driving circuit 17 to turn off all LEDs in the STOP lamp module 300, and immediately cuts the MCU module 14 from the standby state to the sleep state, so as to reduce the current consumption on KL15 when STOP is not operated.
Only if the MCU module 14 is in the operation mode, the stop lamp constant current driving circuit 17 is operated to turn on the LED stop lamp module 300.
The following factors are considered in detecting whether the driving power terminal P has a driving voltage:
first, for judging whether KL15 or STOP supplies Power to the LED constant current drive circuit 17, if it is not judged, it is not known who the voltage at Power is supplied to the bottom;
second, judge whether the circuit is normal. Whether the Power detection circuit 16 is broken, whether the KL15 Power supply circuit 11 is broken, or whether the STOP Power supply detection circuit 15 is broken, is determined by determining the Power-on combination of the Power and STOP as in fig. 3.
Third, a condition for judging whether the MCU block 14 goes to sleep or standby after STOP power-off.
Step S28, if it is detected in step S23 or step S26 that the STOP power supply is powered on, that is, the brake is stepped on, the MCU module 14 controls the STOP LED constant current driving circuit 17 to directly light the LED brake lamp module 300, corresponding to the working condition 5 and the working condition 6;
the two conditions are divided into two cases, wherein the working condition 5 corresponds to the starting moment state that a driver firstly steps on a brake pedal and then presses a key to start.
Working condition 5: when the KL15 Power supply and the STOP Power supply are simultaneously powered on, at the moment of powering on the STOP Power supply, the STOP Power supply starts the KL15 Power supply through the STOP Power-off switching circuit 12 to charge the capacitor inside the STOP Power-off switching circuit 12, so that the KL15 Power supply circuit 11 is conducted and works, but the Power driving voltage of the STOP LED constant current driving circuit 17 is mainly supplied by the STOP Power supply because the conducting voltage of the diode D2 is reduced to be lower than the conducting voltage drop of the diode D1. Meanwhile, KL15 electricity resets MCU module 14 through LDO circuit 13, and then MCU module 14 detects that the STOP power supply is on through STOP power supply detection circuit 15, and then controls STOP LED constant current driving circuit 17 to immediately light LED brake lamp module 300.
Alternatively, the driver may first press a key to start and then step on the brake pedal, and frequently step on/off the instant when the KL15 is powered down. The operation sequence is different; corresponding to condition 6.
Working condition 6: at this time, when the KL15 is powered on and the STOP power supply is powered on, the STOP power supply turns on the KL15 through the STOP power-off switching circuit 12 to charge the capacitor inside the STOP power-off switching circuit 12, so that the KL15 power supply circuit 11 is turned on and works, but the on voltage of the diode D2 is reduced to be lower than the on voltage drop of the diode D1, so that the STOP LED constant current driving circuit 17 is mainly powered by the STOP power supply. Meanwhile, when the MCU module 14 detects that STOP is powered on through the STOP power supply detection circuit 15, the MCU module 14 is awakened from a sleep state, and the STOP LED constant current driving circuit 17 is controlled to immediately and directly light the LED brake lamp module 300.
The difference between the working conditions 5 and 6 is that the latter is powered up before the KL15 is powered on, i.e. the MCU module 14 is in the powered up or sleep state corresponding to the condition 2 or 3, and the working condition 6 only needs to wake up the MCU module 14.
Step S29, the driving power detecting circuit 16 detects whether the driving power terminal P is powered? (i.e., whether a low-to-high jump has occurred) if so, the process proceeds to step S30, and if not, the process proceeds to step S37.
Step S30, the STOP power detection circuit detects and determines whether the STOP power is turned off?
Step S31, when the STOP power supply detection circuit detects that the STOP power supply is not powered down, namely the corresponding KL15, the driving power supply end P and the STOP power supply are powered on, a working condition 7 is entered, and the MCU module 14 keeps the LED brake lamp module 300 on;
specifically, the working condition 7 corresponds to the continuation of the working conditions 5 and 6, that is, the brake is continuously applied in the running state, at this time, both KL15 power and STOP power supply are kept at normal power, the KL15 power charges the capacitor inside the STOP power-off switching circuit 12 fully, but since the conduction voltage of the diode D2 is lower than the conduction voltage drop of the diode D1, the STOP LED constant current driving circuit 17 is still mainly powered by the STOP power supply, and the MCU module 14 detects that the STOP power supply is kept at power all the time through the STOP power supply detection circuit 15, so that the STOP LED constant current driving circuit 17 is controlled to keep the LED brake lamp module 300 on.
Step S32, if the step S30 detects that the STOP power supply is powered down, namely, the brake loosening action is indicated, the MCU module 14 controls the STOP LED constant current driving circuit 17 to dynamically extinguish the LED brake lamp module 300 according to the feedback of the STOP power supply detection circuit 15, and the corresponding working condition 8 is achieved;
in the working condition 8, the KL15 is powered on, and at the moment of STOP power failure, the STOP power supply STOPs supplying power to the STOP LED constant current driving circuit 17, but because the power failure of the STOP also closes the charging of the STOP power-off switching circuit 12 by the KL15, the electric quantity charged before the STOP power-off switching circuit 12 begins to discharge, the KL15 power supply circuit 11 is driven to maintain on, the power supply source of the STOP LED constant current driving circuit 17 is immediately and uninterruptedly cut into the power supply mainly by the STOP, and the power supply is maintained until the electric quantity charged before the STOP power-off switching circuit 12 is completely discharged. By changing the parameters in the STOP power-off switching circuit 12, the power supply time for the KL15 to continue to supply power to the STOP LED constant current driving circuit 17 after STOP power-off can be changed. During the time, when the MCU module 14 detects that the STOP fails, the STOP LED constant current driving circuit 17 is controlled to control the LED brake lamp modules 300 to be dynamically turned off in sequence. The working condition 8 shows the innovation of the invention, compared with the traditional pure software control, the LED flash control device has the advantages that the abnormal flash problem of the LED in the power supply switching process can not occur due to the fact that the voltage on the driving power supply end P always exists in the process of switching the STOP power supply to the KL15 power supply at the driving power supply end P through power supply switching.
The invention makes the capacitor in the STOP power-off switching circuit 12 charged and the KL15 power supply circuit 11 conducted during the STOP power-on period through the ingenious combination of the STOP power-off switching circuit 12 and the KL15 power supply circuit 11 of pure hardware; maintaining conduction during STOP power-up; after STOP power-off, the KL15 power supply circuit 11 is still kept on for a short time by utilizing the characteristic of the time required by the capacitor discharge in the STOP power-off switching circuit 12 until the capacitor discharge is finished to turn off the KL15 power supply circuit 11, and the KL15 is cut off to continuously supply power to the STOP LED constant current drive circuit 17. Therefore, in the short time from STOP power-on to power-off, the power supply at the driving power supply end P always exists and almost does not change, and the switching effect is good. The problem of short power failure (about 10ms of power failure time) caused by the fact that the MCU module 14 and the high-side switch circuit switch the STOP LED constant current driving circuit 17 at the moment of KL15 and STOP power supply through a software implementation scheme is solved.
In step S33, after all the LED stop lamp modules 300 are turned off dynamically, the driving power detection circuit 16 detects whether the driving power terminal P is at low level? Step S34, if the driving power end P is still at the high level, the MCU module 14 enters a standby mode and keeps the LED brake lamp module 300 turned off, and enters a working condition 9;
working condition 9: after releasing the brake, when KL15 has power, what is the difference between the moment when STOP was powered down and the moment when STOP was powered down before? The difference is whether the power supply detection circuit 16 and the STOP LED constant current drive circuit 17 are powered. In the short time of STOP power-down, the two parts still have power, and the MCU module 14 immediately enters STOP LED dynamic extinction control when detecting STOP power-down; and after completion the MCU module 14 enters standby mode; if both are powered off, the sleep mode is entered. If the LED STOP lamp module 300 is turned off dynamically, the MCU module 14 still detects that the driving power end P has power through the driving power detection circuit 16, which means that the power on the STOP power-off switching circuit 12 is still not discharged, the KL15 power supply circuit is still turned on, and the KL15 is still supplying power to the driving power detection circuit 16 and the STOP LED constant current driving circuit 17, the MCU module 14 turns off all LEDs in the STOP lamp module 300, and goes to step S22, and the MCU module 14 enters a standby mode with low power consumption.
In step S35, in step S33, the driving power detection circuit 16 detects that the driving power terminal P is at a low level, keeps the LED off, and enters step S25, and the MCU module 14 enters the sleep mode, and keeps the LED stop lamp module 300 off, corresponding to the working condition 10.
Working condition 10: when KL15 is powered on and STOP is powered off, if the MCU module 14 detects that the driving power supply end P is powered off through the driving power supply detection circuit 16 after the LEDs are dynamically turned off, the MCU module 14 turns off all the LEDs in the brake lamp module 300, and immediately cuts the MCU module 14 from the standby state to the sleep state, so as to reduce current consumption on KL15 when the STOP power supply is not working.
The working conditions 9 and 10 are treated according to the driving voltage at the driving power end P, when the driving voltage is high, the MCU module 14 is in a standby state, the LEDs are turned off, and when the driving voltage is low, the MCU module 14 is in a dormant state, and the LEDs are turned off.
In step S36, when it is detected in step S24 that the STOP is not powered on for a period of time not more than 500ms after the KL15 is powered on, the driving power supply detection circuit 16 continues to detect whether or not the driving power supply terminal P is powered on? (i.e. whether a jump from low level to high level occurs) and if no power-up is performed, it indicates that STOP is not powered up within 500ms after KL15 is powered up, i.e. the driver does not press the brake pedal to start the power-up of the vehicle driving power source terminal P, then step S39 is performed to further power-up the driving power source terminal P for confirmation detection.
In step S37, it is detected in step S29 that the driving power source terminal P is not powered up, and in order to discharge some abnormal working conditions, such as circuit damage, etc., the driving power source terminal P is continuously powered up for multiple times, in the preferred embodiment, 5 times of detection are adopted, that is, it is determined whether the 5 times of detection result indicate that no power is being applied? If yes, go to step S38; if the results of the 5 detection are not consistent, the step goes to step S26 to perform STOP power-up judgment, so as to further confirm whether the drive power detection circuit is damaged through the combination of STOP power-up and drive power terminal P power-up.
Step S38, if the conclusion of 5 times of detection is that the driving power supply end P is not electrified, namely, if the KL15 is electrified and the STOP power supply is electrified, the driving power supply end P is not electrified, the driving power supply detection circuit is indicated to be damaged;
step S39, step S36 detects that the driving power terminal P is powered up, and continues the MCU module 14 to perform multiple loop verification on the power-up condition of the driving power terminal P, and in the preferred embodiment, 5 loop detection verifications are adopted, corresponding to determining whether the STOP is not powered up but the driving power terminal P is powered up? If the detection results of the 5 times are inconsistent, the fact that the power-on of the driving power supply end P detected before the MCU module 14 is abnormal interference is indicated, and the power-on is not truly performed; and (S22) if the detection results of the 5 times are consistent, the MCU module 14 confirms that the STOP is not electrified but the driving power supply end P is electrified, and the step S40 is carried out.
In step S40, when the MCU module 14 obtains the conclusion that the driving power terminal P is powered on through 5 times of detection, the KL15 power supply circuit or the STOP power supply detection circuit is considered to be damaged, and then step S25 is performed, the MCU module 14 enters a sleep state, and the LED is not turned on.
Fig. 3 shows a circuit diagram of a preferred embodiment of STOP power down switching circuit 12 of fig. 1 in accordance with the present invention.
The STOP power-off switching circuit 12 includes:
diode D4, divider resistors R7 and R8, filter resistor R9 and capacitor C2 connected to the STOP power supply terminal, and transistors Q3 and K15 are electrically connected to PNP transistor Q2 through diode D3, resistor R3 and resistor R4 divided to make the switching circuit 12 operate as follows:
after KL15 is electrified, whenever the STOP power supply is electrified, the STOP power supply is divided by a diode D4, a resistor R7 and a resistor R8, and when the voltage on the resistor R8 is higher than the conduction threshold value of the NPN triode Q3 by about 0.7V, the resistor R9 and a capacitor C2 filter the voltage to make the NPN triode Q3 conduct and work; then K15 electricity passes through diode D3, resistor R4 partial pressure and PNP triode Q2 is conducted; after PNP triode Q2 is switched on, KL15 charges capacitor C3 through resistor R5 until full. When the STOP power supply is powered off, the STOP power supply cannot drive the NPN triode Q3 to be conducted through the diode D4, the resistor R7, the resistor R8 and the resistor R9 because the STOP power supply is powered off, so that the K15 power cannot be conducted through the diode D3, the resistor R3 and the resistor R4 to divide the voltage so as to conduct the PNP triode Q2, and further the charging circuit of the capacitor C3 is turned off.
Fig. 4 is a circuit diagram of a preferred embodiment of the KL15 power supply circuit 11 of fig. 1 according to the present invention.
The KL15 power supply circuit 11 includes:
during the process of KL15 charging capacitor C3 of STOP power-off switching circuit 12, when the voltage across the capacitor reaches the conduction threshold value of about 0.7V for transistor Q4, transistor Q4 is turned on, KL15 turns on the P-MOSFET Q1 switch via diode D1, resistor R1 and resistor R2. However, since the forward conduction voltage of the diode D2 is lower than the forward conduction voltage of the diode D1, the power supply of the driving power terminal P mainly originates from the STOP power supply. At the moment of power failure of the STOP, the capacitor C3 discharges through the resistor R6 at the moment of power failure of the STOP; when the base voltage of the triode Q4 is still higher than 0.7V in the discharging process, the triode Q4 can be driven to be conducted, so that the KL15 is electrically conducted through the diode D1, the resistor R1 and the resistor R2 to enable the P-MOSFET Q1 to be switched on, and the subsequent whole STOP circuit is temporarily powered, so that the power supply during dynamic extinction of the brake lamp is realized. When the voltage of the capacitor C3 after discharging is lower than 0.7V, the driving transistor Q4 cannot be turned on, so that KL15 cannot be turned on through the diode D1, the resistor R1 and the resistor R2 to turn on the Q1 switch, and further power supply of KL15 to the whole driving power supply terminal P is cut off.
Fig. 5 is a circuit diagram of the preferred embodiment of the present invention of fig. 1 except for the rest of fig. 3 and 4.
When the KL15 is powered on, the KL15 is subjected to depressurization by the LDO circuit 13 and then supplies power to the MCU module 14, and provides a power supply source for the MCU module. The MCU module judges the power supply state of the STOP power supply through a STOP power supply detection circuit 15 consisting of a diode D6, a resistor R16, a resistor R17, a resistor R18 and a capacitor C11; the Power supply state of the Power terminal is determined by the driving Power supply detection circuit 16 composed of the resistor R12, the resistor R13, the resistor R14 and the capacitor C5. When the MCU module detects STOP power-up through the STOP power supply detection circuit 15, the STOP LED constant current drive circuit 17 is controlled to immediately and directly light the LEDs through the data transmission bus (SDA) and the data clock bus (SCL). When the MCU module 14 detects that the STOP power supply is powered down, the STOP LED constant current driving circuit 17 is controlled by the SDA and SCL buses immediately to gradually extinguish the STOP LED with a dynamic effect. After the STOP power supply is powered down, the MCU module 14 determines the power supply state of the driving power supply terminal P through the driving power supply detection circuit 16, and immediately enters a sleep state when detecting that the power supply is at a low level, so as to reduce the power consumption of the lamp on KL15 power.
In summary, the dynamic control method and the control system for the vehicle brake lamp have the following innovative points:
(1) The dynamic extinction of the brake lamp is innovatively proposed and realized.
(2) The brake lamp is dynamically extinguished within 200ms after the STOP is powered off, so that the technological sense and the brand value of the vehicle are improved.
(3) In the process that Power is mainly supplied by STOP and is switched to be supplied by KL15, the voltage on the Power is always present, and the problem of abnormal flickering of an LED in the Power supply switching process can be avoided.
(4) By changing the matching parameters of the resistor R5 and the capacitor C3 in the circuit, the time for the KL15 to continue to supply power to the STOP LED constant current driving circuit after STOP power failure can be quickly changed, and the time span can be supported from a subtle level to a minute level theoretically.
(5) In order to realize dynamic extinction of the brake lamp, a set of feasible dynamic control scheme and control strategy are provided.
(6) The LED brake lamp is suitable for occasions with the number of LEDs not less than 4, and almost covers all LED brake lamp applications meeting the requirements of the legal brightness.
(7) After KL15 is powered down and STOP power is turned off for a certain time (e.g. 300 ms), the whole vehicle power is hardly consumed (at ambient temperature < 40 ℃, current is consumed <100 μa).
(8) The introduced circuit for realizing dynamic extinction of the brake lamp does not influence the original quick ignition characteristic and fault diagnosis mechanism of the brake lamp, and has good compatibility.
While the basic concepts have been described above, it will be apparent to those skilled in the art that the above disclosure is by way of example only and is not intended to be limiting. Although not explicitly described herein, various modifications, improvements, and adaptations of the present application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within this application, and are therefore within the spirit and scope of the exemplary embodiments of this application.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the present application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the present application may be combined as suitable.
Likewise, it should be noted that in order to simplify the presentation disclosed herein and thereby aid in understanding one or more inventive embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof. This method of disclosure, however, is not intended to imply that more features than are presented in the claims are required for the subject application. Indeed, less than all of the features of a single embodiment disclosed above.
In some embodiments, numbers describing the components, number of attributes are used, it being understood that such numbers being used in the description of embodiments are modified in some examples by the modifier "about," approximately, "or" substantially. Unless otherwise indicated, "about," "approximately," or "substantially" indicate that the number allows for a 20% variation. Accordingly, in some embodiments, numerical parameters set forth in the specification and claims are approximations that may vary depending upon the desired properties sought to be obtained by the individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and employ a method for preserving the general number of digits. Although the numerical ranges and parameters set forth herein are approximations that may be employed in some embodiments to confirm the breadth of the range, in particular embodiments, the setting of such numerical values is as precise as possible.
While the present application has been described with reference to the present specific embodiments, those of ordinary skill in the art will recognize that the above embodiments are for illustrative purposes only, and that various equivalent changes or substitutions can be made without departing from the spirit of the present application, and therefore, all changes and modifications to the embodiments described above are intended to be within the scope of the claims of the present application.
Claims (12)
1. A vehicle brake light dynamic control system, the system comprising:
the brake power-off switching circuit is electrically coupled with a starting power supply at a first end and is electrically coupled with a brake power supply at a second end, and when the brake power supply is electrified, the starting power supply charges the brake power-off switching circuit;
the first end of the starting power supply circuit is electrically coupled with the first end of the braking power-off switching circuit, the second end of the starting power supply circuit is electrically coupled with the second end of the braking power-off switching circuit, the third end of the starting power supply circuit is electrically coupled with the third end of the braking power-off switching circuit, and when the braking power supply is powered down, the starting power supply circuit is controlled by the braking power-off switching circuit to supply power;
the singlechip module is electrically coupled with the braking power supply and the driving power supply end and controls the constant-current driving circuit of the LED braking lamp;
the driving power supply end is formed by a second end of the braking power-off switching circuit and a second end of the starting power supply circuit.
2. The vehicular brake light dynamic control system according to claim 1, characterized in that the system further comprises:
and the driving power supply detection circuit is electrically coupled with the driving power supply end and the singlechip module and is used for providing the voltage condition of the driving power supply end for the singlechip module.
3. The vehicular brake light dynamic control system according to claim 2, characterized in that the system further comprises:
and the brake power supply detection circuit is electrically coupled between the brake power supply and the singlechip module and is used for providing the singlechip module with the power-on condition of the brake power supply.
4. A dynamic control system for a vehicle brake light according to claim 3, wherein,
when the starting power supply and the braking power supply are electrified, the singlechip module controls to light the LED braking lamp module, when the driving power supply end is electrified and the braking power supply is detected to be powered down, the singlechip module controls to dynamically extinguish the LED braking lamp module, and the LED braking lamp module is still kept to be lighted under the condition that the braking power supply is not powered down.
5. The brake light dynamic control system for a vehicle according to claim 4, wherein,
after the LED brake lamp module is dynamically extinguished, the single-chip microcomputer module detects the level of the driving power supply end again, the single-chip microcomputer module enters a dormant state when the level is low, and the single-chip microcomputer module enters a standby state when the level is high.
6. The brake light dynamic control system for a vehicle according to claim 5, wherein,
and the singlechip module judges whether the brake power supply detection circuit is damaged according to the power-down time of the brake power supply and the voltage of the driving power supply end.
7. The brake light dynamic control system for a vehicle according to claim 6, wherein,
and the singlechip module judges whether the driving power supply detection circuit is damaged according to the voltage of the driving power supply end when the braking power supply is electrified.
8. The vehicular brake light dynamic control system according to claim 7, characterized in that the control system further comprises:
the low-voltage drop linear voltage stabilizing circuit is electrically coupled between the starting power supply and the singlechip module.
9. A vehicle brake light dynamic control method applying the control system according to any one of claims 3 to 8, characterized in that the control method comprises:
step one, when the starting power supply and the braking power supply are electrified, the braking power-off switching circuit is charged, the braking power supply supplies power for the LED braking lamp constant current driving circuit, and the LED braking lamp module is controlled to be lightened;
and step two, when the driving power supply end is in a high level and the braking power supply is powered off, the starting power supply circuit supplies power to the LED braking lamp constant current driving circuit to control the LED braking lamp module to be turned off dynamically.
10. The vehicle brake light dynamic control method according to claim 9, characterized in that the method further comprises:
and thirdly, when the level of the driving power supply end is reduced, keeping the LED brake lamp module to be extinguished, and maintaining the dormant state of the singlechip module under the condition that the brake power supply is not electrified.
11. The vehicle brake light dynamic control method according to claim 10, characterized in that the method further comprises:
and step four, when the starting power supply is electrified, the braking power supply is not electrified, and the starting power supply circuit or the braking power supply detection circuit is determined to be damaged through the non-electrified time of the braking power supply and the voltage detection of the driving power supply end.
12. The vehicle brake light dynamic control method according to claim 11, characterized in that the method further comprises:
and fifthly, after the first step, determining that the driving power supply detection circuit is damaged when the driving power supply terminal is detected to be at the low level for a plurality of times.
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