CN115140008B - Vehicle braking system control device - Google Patents
Vehicle braking system control device Download PDFInfo
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- CN115140008B CN115140008B CN202211081059.9A CN202211081059A CN115140008B CN 115140008 B CN115140008 B CN 115140008B CN 202211081059 A CN202211081059 A CN 202211081059A CN 115140008 B CN115140008 B CN 115140008B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/414—Power supply failure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/415—Short-circuit, open circuit failure
Abstract
The invention discloses a vehicle braking system control device, which comprises a control circuit of a braking motor and an overvoltage protection circuit, and relates to the technical field of vehicles. Overvoltage crowbar connects between storage battery and brake motor control circuit, overvoltage crowbar includes zener diode, main control switch tube and a plurality of linkage switch tube, zener diode's positive pole ground connection, the negative pole passes through resistive connection storage battery, the storage battery is connected to main control switch tube's input, and brake motor's control circuit's power supply input port is connected to the output, overvoltage crowbar includes ordinary pressure operating condition and excessive pressure operating condition under the ordinary pressure operating condition, zener diode ends, main control switch tube's input and output switch on under the excessive pressure operating condition, zener diode reverse conduction, main control switch tube's input and output disconnection protect brake motor's control circuit.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a vehicle braking system control device.
Background
With the development of vehicle technology, the braking of a vehicle has been upgraded from the original vacuum booster providing power to the master cylinder to the brake motor providing power to the master cylinder. And the electronic controller module where the brake motor is located is powered by a vehicle storage battery. Because the use environment of the automobile is complex, the vehicle-mounted electrical appliance can be impacted by high-voltage pulse at any time. If no corresponding effective protection mechanism exists, the vehicle-mounted electrical appliance module is easily damaged, and the function failure is caused, so that the life and property safety of pedestrians and drivers is endangered. The prior art generally employs one or more TVS (transient voltage suppressor diodes) to clamp the overvoltage. But it is difficult for the 1.TVS to endure many times of surge in a short time due to the characteristics of the TVS itself. Tvs is a passive absorption device that does not have good protection against high voltages that exceed the design range and is prone to failure with the failure consequence being a short circuit, which is an unacceptable failure consequence for onboard controllers. Therefore, an overcurrent protection device needs to be added before the TVS tube. Increasing the cost of the electronic controller module. 3. There is a need to provide a more secure and reliable protection method for vehicles that do not clamp the engine and are unable to define the overvoltage parameters.
Disclosure of Invention
To solve the foregoing problems, the present invention provides a vehicle brake system control apparatus that provides a higher level of protection for control circuits of an engine and a brake motor.
In order to achieve the purpose, the invention adopts the following technical scheme:
a control device of a vehicle braking system comprises a control circuit of a braking motor and an overvoltage protection circuit, wherein the overvoltage protection circuit is connected between a storage battery and the braking motor and comprises a voltage stabilizing diode, a main control switch tube and a plurality of linkage switch tubes, the main control switch tube comprises a control end, an input end and an output end, the anode of the voltage stabilizing diode is grounded, the cathode of the voltage stabilizing diode is connected with the storage battery through a resistor, the input end of the main control switch tube is connected with the storage battery, the output end of the main control switch tube is connected with a power supply input port of the control circuit of the braking motor, and the overvoltage protection circuit comprises a normal-pressure working state and an overvoltage working state; under the normal pressure working state, the voltage stabilizing diode is cut off, the input end and the output end of the main control switch tube are conducted through the plurality of linkage switch tubes, under the overvoltage working state, the voltage stabilizing diode is conducted reversely, and the input end and the output end of the main control switch tube are disconnected through the plurality of linkage switch tubes.
Optionally, the gang switch pipe includes first gang switch pipe, second gang switch pipe and third gang switch pipe, and all includes control end, input and output, the control end of first gang switch pipe passes through ohmic connection zener diode's negative pole, and the input passes through ohmic connection storage battery, and the output passes through ohmic connection ground, the control end of second gang switch pipe passes through ohmic connection ground, simultaneously through the output of ohmic connection first gang switch pipe, the output direct ground of second gang switch pipe, the input passes through ohmic connection output, simultaneously through the control end of ohmic connection third gang switch pipe, and the input of third gang switch pipe passes through the control end of ohmic connection master switch pipe, output direct ground.
Compared with the TVS used in the prior art, the technical scheme provided by the invention has the advantages that the response is timely and quick, meanwhile, the overvoltage impact can be borne for many times, the protection level provided by the TVS is far higher than that of the TVS, the vehicle brake failure caused by the instant load change is effectively avoided, and the life safety of pedestrians and drivers is effectively guaranteed. Meanwhile, an overcurrent protection device does not need to be added before the TVS, and the vehicle cost is reduced. The technical scheme provided by the invention can also select different high-voltage protection thresholds by adjusting the breakdown voltage parameters of the voltage stabilizing diode, thereby enhancing the adaptability of various types of vehicles.
Optionally, the first interlock switch tube is a PNP-type triode, the base is a control terminal, the emitter is an input terminal, the collector is an output terminal, the second interlock switch tube is an NPN-type triode, the base is a control terminal, the collector is an input terminal, the emitter is an output terminal, the third interlock switch tube is a PNP-type triode, the base is a control terminal, the emitter is an input terminal, and the collector is an output terminal.
Because the signal of the linked switch tube is small, the linked switch tube adopts the triode to save energy consumption.
Optionally, a protection sub-circuit is arranged between the control end and the input end of the main control switch tube, and the protection sub-circuit includes a bidirectional voltage stabilizing diode, a resistor and a capacitor which are connected in parallel.
Generally, the pressure bearing range of the PMOS tube is about +/-20 v. If the DG voltage is higher than the bearing range due to static electricity or other reasons, the MOS tube is easy to break down, so that the bidirectional voltage stabilizing diode plays a role in stabilizing voltage and effectively protects the PMOS tube from being broken down by overvoltage. The resistor plays a role based on the internal structure of the field effect transistor, the input impedance of the grid is too high, and no direct current channel exists. Therefore, static electricity or residual voltage after the field effect transistor is turned off is not easy to release, so that the field effect transistor is in an amplification state and is damaged. The resistor in the invention provides a release channel, so that residual current is released to a power supply end through the resistor to protect the field effect transistor. The protection principle of the capacitor is similar, and slightly different, the capacitor plays a role in isolating high-frequency pulse interference.
Optionally, the main control switch tube is a PMOS tube, the gate is a control end, the source is an input end, and the drain is an output end.
Because the brake motor needs to be supplied with power, the current is relatively high, and therefore the main control switch tube adopts an MOS tube to adapt to the relatively high current.
Optionally, a filter sub-circuit is arranged between the input end of the main control switch tube and the brake motor, the filter sub-circuit comprises a first capacitor bank, an inductor and a second capacitor bank, one end of the first capacitor bank is connected with the output end of the main control switch tube, the other end of the first capacitor bank is grounded, one end of the second capacitor bank is connected with the brake motor, the other end of the second capacitor bank is grounded, and the inductor is connected in series between the first capacitor bank and the second capacitor bank.
Optionally, the first capacitor bank includes a plurality of capacitors connected in parallel.
Optionally, the second capacitor bank includes a capacitor and a polar capacitor connected in parallel, a positive electrode of the polar capacitor is connected to the brake motor, and a negative electrode of the polar capacitor is grounded.
The filter sub-circuit is used for filtering the interference of the noise waves to the brake motor.
Optionally, the overvoltage protection circuit further comprises a sampling sub-circuit, one end of the sampling sub-circuit is connected to the input end of the main control switch tube, the other end of the sampling sub-circuit is grounded, and the sampling sub-circuit comprises at least two resistors connected in series and a resistor parallel capacitor directly grounded.
The sampling sub-circuit is used for collecting the current power supply voltage and carrying out fault diagnosis. There is also a partial interval between the cut-off voltage threshold of the overvoltage protection circuit and the normal operating voltage value. The sampling sub-circuit collects the current voltage, and if the current voltage is between the normal working voltage values, the system is in a normal working state. If the current voltage is out of the normal operating voltage value but the cut-off voltage threshold value is not reached, the system needs to perform degradation operation, for example, the preset high voltage cut-off threshold value is 40v, below 40v, 9v to 16v are normal operating voltages, the system normally operates in the voltage range, the system is in abnormal voltage (too high or too low) outside the voltage range, and the degradation is limited to the use of some functions so as to protect the control circuit of the brake motor.
Optionally, the overvoltage protection circuit further comprises a rectifier sub-circuit, the rectifier sub-circuit comprises two diodes connected in parallel, anodes of the two diodes are used as input ends of the rectifier sub-circuit and connected with the storage battery, and cathodes of the two diodes are used as output ends of the rectifier sub-circuit and connected with input ends of the main control switch tube.
The rectifier sub-circuit is used for filtering reverse voltage generated by the storage battery.
These features and advantages of the present invention will be disclosed in more detail in the following detailed description and the accompanying drawings. The best mode or means of the present invention will be described in detail with reference to the accompanying drawings, but the present invention is not limited thereto. In addition, each of these features, elements and components appearing in the following and in the drawings is a plurality, and different symbols or numerals are labeled for convenience of representation, but all represent components of the same or similar construction or function.
Drawings
The invention will be further described with reference to the accompanying drawings in which:
FIG. 1 is a circuit diagram of an embodiment of the present invention.
Detailed Description
The technical solutions of the embodiments of the present invention are explained and illustrated below with reference to the drawings of the embodiments of the present invention, but the following embodiments are only preferred embodiments of the present invention, and not all embodiments. Other embodiments obtained by persons skilled in the art without making creative efforts based on the embodiments in the implementation belong to the protection scope of the invention.
Reference in the specification to "one embodiment" or "an example" means that a particular feature, structure or characteristic described in connection with the embodiment itself may be included in at least one embodiment of the patent disclosure. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment.
Example (b):
the embodiment provides a vehicle braking system control device, which comprises a braking motor and an overvoltage protection circuit, wherein as shown in fig. 1, the overvoltage protection circuit provided by the embodiment is connected between a storage battery B2 and a power supply input port of a control circuit of the braking motor, and comprises a voltage stabilizing diode DM41, a main control switch tube QM44 and a plurality of linkage switch tubes. In this embodiment, there are three linked switch tubes, which are respectively a first linked switch tube QM41, a second linked switch tube QM42 and a third linked switch tube QM43, and the main control switch tube QM44, the first linked switch tube QM41, the second linked switch tube QM42 and the third linked switch tube QM43 all have a control end, an input end and an output end, specifically as follows:
because the brake motor needs to be powered, and the current is relatively high, the main control switching tube QM44 adopts a PMOS tube, the grid electrode is a control end, the source electrode is an input end, and the drain electrode is an output end;
simultaneously, because the signal of gang switch pipe is less, consequently, the preferred triode that adopts of gang switch pipe:
the first linkage switch tube QM41 is a PNP type triode, the base electrode is a control end, the emitter electrode is an input end, and the collector electrode is an output end;
the second linkage switch tube QM42 is an NPN-type triode, a base is a control end, a collector is an input end, and an emitter is an output end;
the third triple switch tube QM43 is a PNP type triode, the base is a control end, the emitter is an input end, and the collector is an output end.
As shown in fig. 1, the anode of the zener diode DM41 is grounded, the cathode is connected to the battery B2 through the resistor RM41, the base of the first interlock switch tube QM41 is connected to the cathode of the zener diode DM41 through the resistor RM42, the emitter is connected to the battery B2 through the resistor RM43, the collector is grounded through the resistors RM44 and RM45, the base of the second interlock switch tube QM42 is grounded through the resistor RM45, the collector of the first interlock switch tube QM41 is connected through the resistor RM44, the emitter of the second interlock switch tube QM42 is directly grounded, the input end is connected to the emitter through the resistor RM99 and the resistor RM47, and the base of the third interlock switch tube QM43 is connected through the resistor RM46, that is, one end of the resistor RM47 is connected between the resistor RM99 and the resistor RM46, and the other end is connected to the emitter of the second interlock switch tube QM 42. VG2 between the resistor RM99 and the resistor RM46 is a single chip microcomputer control pin. The collector of the third triple switch tube QM43 is connected to the gate of the main switch tube QM44 through a resistor RM49, and the emitter is directly grounded. The source electrode of the main control switch tube QM44 is connected with the storage battery B2, and the drain electrode is connected with the brake motor. In order to protect the main control switch tube QM44, the overvoltage protection circuit of the present embodiment further includes a protection sub-circuit. The protection sub-circuit is arranged between the grid electrode and the source electrode of the main control switching tube QM44 and comprises a bidirectional voltage stabilizing diode DM42, a resistor RM48 and a capacitor CM43 which are connected in parallel. Generally, the voltage-bearing range of the PMOS DG stage is about ± 20 v. If the DG voltage is higher than the acceptable range due to static electricity or other reasons, the PMOS transistor will be easily broken down, so the diac DM42 will function as a voltage regulator to effectively protect the PMOS transistor from breakdown due to over-voltage. The resistor RM48 functions because of the internal structure of the field effect tube, the input impedance of the gate is too high, and there is no direct current path. Therefore, static electricity or residual voltage after the field effect transistor is turned off is not easy to release, so that the field effect transistor is in an amplification state and is damaged. In this embodiment, the resistor RM48 provides a discharge path for the residual current to be discharged to the power source through the resistor to protect the fet. The protection principle of the capacitor CM43 is similar, and slightly different, the capacitor CM43 plays a role of isolating high-frequency pulse interference.
In this embodiment, a filter sub-circuit is disposed between the input end of the main control switch tube QM44 and the brake motor, so as to filter the interference of noise waves to the brake motor. The filter sub-circuit comprises a first capacitor bank, an inductor LM42 and a second capacitor bank. The first capacitor bank comprises capacitors CM44, CM45 and CM46 which are connected in parallel, one common end of the capacitors CM44, CM45 and CM46 is connected between the drain of the main control switch tube QM44 and one end of the inductor LM42, and the other common end of the capacitors CM44, CM45 and CM46 is grounded. The second capacitor bank comprises a capacitor CM42 and a polar capacitor CM41 which are connected in parallel, and the polar capacitor is adopted because the capacitance value of the polar capacitor is large. The positive pole of the polar capacitor CM41 is connected between the brake motor and one end of the inductor LM42, and the negative pole is grounded. It can be seen that the inductor LM42 is connected in series between the first capacitor bank and the second capacitor bank.
In this embodiment, the overvoltage protection circuit further includes a sampling sub-circuit, one end of the sampling sub-circuit is connected to the source of the main control switching tube QM44, and the other end of the sampling sub-circuit is grounded, and the sampling sub-circuit includes at least two resistors connected in series, and a resistor connected directly to ground is connected in parallel with a capacitor. In the present embodiment, two resistors, namely, a resistor RM55 and a resistor RM56 are preferably adopted, one end of the resistor RM56 is connected to the source of the main control switch tube QM44 as a sampling point, the other end is connected to one end of the resistor RM56, the other end of the resistor RM56 is grounded, and the resistor RM56 is connected in parallel with the capacitor CM76. The sampling sub-circuit is used for collecting the current power supply voltage and carrying out fault diagnosis. There is also a partial interval between the cut-off voltage threshold and the normal operating voltage value of the overvoltage protection circuit. The sampling sub-circuit collects the current voltage, and if the current voltage is between the normal working voltage values, the system is in a normal working state. If the current voltage is out of the normal operating voltage value but the cut-off voltage threshold value is not reached, the system needs to perform degradation operation, for example, the preset high voltage cut-off threshold value is 40v, below 40v, 9v to 16v are normal operating voltages, the system normally operates in the voltage range, the system is in abnormal voltage (too high or too low) outside the voltage range, and degradation is limited to use of some functions so as to protect the brake motor.
In this embodiment, the overvoltage protection circuit further includes a rectifying sub-circuit, which includes two diodes D001 connected in parallel, anodes of the two diodes D001 are used as input terminals of the rectifying sub-circuit, and are connected to the battery B2, cathodes of the two diodes are used as output terminals of the rectifying sub-circuit, and are connected to a source of the main control switching tube QM44, so as to filter a reverse voltage generated by the battery.
The overvoltage protection circuit comprises a normal-voltage working state and an overvoltage working state:
in the normal voltage operating state, the voltage does not exceed the breakdown voltage of the zener diode DM41, and therefore the zener diode DM41 is turned off. At this time, the base of the first gang switch tube QM41 is at a high level, the emitter and the collector of the first gang switch tube QM41 are turned off, and thus the base of the second gang switch tube QM42 is at a low level. At this time, the emitter and the collector of the second linkage switch tube QM42 are turned off, VG2 is the driving signal of the main control single chip microcomputer is at high level, so that the base level of the third linkage switch tube QM43 is high, and at this time, the emitter and the collector of the third linkage switch tube QM43 are turned on, so that the gate of the main control switch tube QM44 is at low level. When the grid of the PMOS tube is at a low level, the source and the drain are conducted, and the current supplies power for the control circuit of the brake motor in the module through the main control switch tube QM 44.
In the overvoltage operating state, the zener diode DM41 is broken down and turned on in the reverse direction due to the excessive voltage. At this time, the base of the first interlock switch QM41 is at a low level, the emitter and the collector of the first interlock switch QM41 are turned on, and thus the base of the second interlock switch QM42 is at a high level. At this time, the emitter and the collector of the second interlock switch tube QM42 are turned on, the level at which VG2 is the high level of the driving signal of the main control single chip microcomputer is pulled down by the second interlock switch tube QM42, so that the base level of the third interlock switch tube QM43 is low, and at this time, the emitter and the collector of the third interlock switch tube QM43 are turned off, so that the gate of the main control switch tube QM44 is at the high level. When the grid electrode of the PMOS tube is at a high level, the source electrode and the drain electrode are switched off, and the current cannot supply power to a control circuit of the brake motor in the module through the main control switch tube QM44, so that the overvoltage protection function is realized.
The technical scheme provided by the embodiment has timely and quick response. Meanwhile, the overvoltage surge can be borne for many times, the protection level provided by the overvoltage surge protective device is far higher than that of the TVS, the vehicle brake failure caused by the instant load change is effectively avoided, and the life safety of pedestrians and drivers is effectively guaranteed. Meanwhile, an overcurrent protection device does not need to be added before the TVS, and the vehicle cost is reduced. According to the technical scheme provided by the invention, different high-voltage protection thresholds can be selected by adjusting breakdown voltage parameters of the voltage stabilizing diode, so that the adaptability of various types of vehicles is enhanced.
While the present invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.
Claims (8)
1. A vehicle braking system control device comprises a control circuit and an overvoltage protection circuit of a braking motor, wherein the overvoltage protection circuit is connected between a storage battery and the braking motor, and is characterized in that the overvoltage protection circuit comprises a voltage stabilizing diode, a main control switch tube and a plurality of linkage switch tubes, the main control switch tube comprises a control end, an input end and an output end, the anode of the voltage stabilizing diode is grounded, the cathode of the voltage stabilizing diode is connected with the storage battery through a resistor, the input end of the main control switch tube is connected with the storage battery, the output end of the main control switch tube is connected with a power supply input port of the control circuit of the braking motor, the linkage switch tube comprises a first linkage switch tube, a second linkage switch tube and a third linkage switch tube, the first linkage switch tube, the second linkage switch tube and the third linkage switch tube respectively comprise a control end, an input end and an output end, the control end of the first linkage switch tube is connected with the cathode of the voltage stabilizing diode through a resistor, the input end of the first linkage switch tube is connected with the storage battery through a resistor, the output end of the second linkage switch tube is grounded through a resistor, the input end of the second linkage switch tube is connected with the output end of the first linkage switch tube through a resistor, and the third linkage switch tube is directly connected with the output end of the linkage switch tube; a protection sub-circuit is arranged between the control end and the input end of the main control switch tube, and comprises a bidirectional voltage stabilizing diode, a resistor and a capacitor which are connected in parallel;
the overvoltage protection circuit comprises a normal-pressure working state and an overvoltage working state: under the normal pressure working state, the voltage stabilizing diode is cut off, the input end and the output end of the main control switch tube are conducted through the plurality of linkage switch tubes, under the overvoltage working state, the voltage stabilizing diode is conducted reversely, and the input end and the output end of the main control switch tube are disconnected through the plurality of linkage switch tubes.
2. The vehicle braking system control device according to claim 1, wherein the first interlocking switch tube is a PNP type triode, a base is a control terminal, an emitter is an input terminal, a collector is an output terminal, the second interlocking switch tube is an NPN type triode, a base is a control terminal, a collector is an input terminal, an emitter is an output terminal, the third interlocking switch tube is an NPN type triode, a base is a control terminal, a collector is an input terminal, and an emitter is an output terminal.
3. The vehicle brake system control device according to claim 1 or 2, wherein the main control switch is a PMOS transistor, the gate is a control terminal, the source is an input terminal, and the drain is an output terminal.
4. The vehicle braking system control device according to claim 1 or 2, wherein a filter sub-circuit is arranged between the input end of the main control switch tube and the brake motor, the filter sub-circuit comprises a first capacitor bank, an inductor and a second capacitor bank, one end of the first capacitor bank is connected with the output end of the main control switch tube, the other end of the first capacitor bank is grounded, one end of the second capacitor bank is connected with a power supply input port of a control circuit of the brake motor, the other end of the second capacitor bank is grounded, and the inductor is connected in series between the first capacitor bank and the second capacitor bank.
5. The vehicle brake system control device according to claim 4, wherein the first capacitor group includes a plurality of capacitors connected in parallel with each other.
6. The vehicle brake system control device according to claim 4, wherein the second capacitor bank includes a capacitor and a polar capacitor connected in parallel, a positive electrode of the polar capacitor is connected to a power supply input port of a control circuit of the brake motor, and a negative electrode of the polar capacitor is grounded.
7. The vehicle braking system control device according to claim 1 or 2, wherein the overvoltage protection circuit further comprises a sampling sub-circuit, one end of the sampling sub-circuit is connected to the input end of the main control switch tube, the other end of the sampling sub-circuit is grounded, the sampling sub-circuit comprises at least two resistors connected in series, and the resistor connected directly to the ground is connected with a capacitor in parallel.
8. The vehicle brake system control device according to claim 1 or 2, wherein the overvoltage protection circuit further comprises a rectifier sub-circuit, the rectifier sub-circuit comprises two diodes connected in parallel, anodes of the two diodes are used as input ends of the rectifier sub-circuit and connected with a battery, and cathodes of the two diodes are used as output ends of the rectifier sub-circuit and connected with the input end of the main control switch tube.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211081059.9A CN115140008B (en) | 2022-09-06 | 2022-09-06 | Vehicle braking system control device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211081059.9A CN115140008B (en) | 2022-09-06 | 2022-09-06 | Vehicle braking system control device |
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| CN115140008B true CN115140008B (en) | 2022-12-23 |
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