CN209888808U - Automatic help-seeking system for vehicle - Google Patents
Automatic help-seeking system for vehicle Download PDFInfo
- Publication number
- CN209888808U CN209888808U CN201821928440.3U CN201821928440U CN209888808U CN 209888808 U CN209888808 U CN 209888808U CN 201821928440 U CN201821928440 U CN 201821928440U CN 209888808 U CN209888808 U CN 209888808U
- Authority
- CN
- China
- Prior art keywords
- relay
- signal
- electrically connected
- unit
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Landscapes
- Alarm Systems (AREA)
Abstract
The utility model relates to an automatic SOS system of vehicle, include: a collision monitoring unit for outputting a collision signal when a vehicle collides; the signal transmitting unit is used for transmitting a distress signal; the starting unit is electrically connected with the collision monitoring unit and the signal transmitting unit respectively and used for controlling the signal transmitting unit to start according to the collision signal; and the time control unit is electrically connected with the collision monitoring unit and the signal transmitting unit respectively and is used for delaying the preset time to output a control signal to the signal transmitting unit after receiving the collision signal so as to control the signal transmitting unit to send the distress signal. From this, when the vehicle bumps, can send distress signal automatically for injured person can in time obtain the succour, thereby effectively avoid injured person can't in time dial distress call and can't obtain in time succour, the emergence of the casualties accident appears even more seriously in the casualties that leads to, has improved injured person's survival rate greatly.
Description
Technical Field
The utility model relates to a vehicle safety technical field especially relates to an automatic SOS system of vehicle.
Background
According to data statistics, most casualties and economic losses are caused by untimely rescue after a traffic accident occurs. For example, after a vehicle collides or overturns, the injured person cannot make a call for help in time due to a serious traffic accident, so that the injured person cannot be rescued in time, the best treatment opportunity is delayed, and even casualty accidents occur in serious situations, which bring great loss to the life and property safety of a human body.
SUMMERY OF THE UTILITY MODEL
Therefore, it is necessary to provide an automatic vehicle help-seeking system for solving the technical problem that an injured person cannot make a help-seeking call in time after a traffic accident occurs.
An automatic distress system for a vehicle, comprising:
a collision monitoring unit for outputting a collision signal when a vehicle collides;
the signal transmitting unit is used for transmitting a distress signal;
the starting unit is electrically connected with the signal output end of the collision monitoring unit and the starting end of the signal transmitting unit respectively;
the time control unit is electrically connected with the signal output end of the collision monitoring unit and the signal transmitting end of the signal transmitting unit respectively; wherein the content of the first and second substances,
under the action of the collision signal, the starting unit controls the signal transmitting unit to start, and the time control unit delays preset time to output a control signal to the signal transmitting unit so as to control the signal transmitting unit to send the distress signal.
In one embodiment thereof, the starting unit comprises:
the one end ground connection of the coil of first relay, the other end of the coil of first relay is connected with the signal output part electricity of collision monitoring unit, and the one end of the normally open contact of first relay is connected with the first start-up end electricity of signal emission unit, and the other end of the normally open contact of first relay is connected with the second start-up end electricity of signal emission unit.
In one embodiment thereof, the time control unit comprises:
the signal input end of the 1 st time relay is electrically connected with the signal output end of the collision monitoring unit, the signal input end of the ith time relay is electrically connected with the signal output end of the (i-1) th time relay, and the signal input end of the Nth time relay is electrically connected with the signal output end of the (N-1) th time relay, wherein i and N are positive integers, and i is more than 1 and less than or equal to N;
and one end of a coil of the second relay is electrically connected with the signal output end of the Nth time relay, the other end of the coil of the second relay is grounded, one end of a normally open contact of the second relay is electrically connected with the first signal transmitting end of the signal transmitting unit, and the other end of the normally open contact of the second relay is electrically connected with the second signal transmitting end of the signal transmitting unit.
In one embodiment, the automatic vehicle distress system further comprises a reminding unit for reminding the user, wherein the reminding unit comprises: an indicator light, wherein,
when N is equal to 1, one end of the indicator light is electrically connected with the signal input end of the time relay, and the other end of the indicator light is grounded;
when N is greater than 1, one end of the indicator light is electrically connected with the signal input end or the signal output end of the 1 st time relay, and the other end of the indicator light is grounded.
In one embodiment, the automatic distress system for a vehicle further comprises a cancellation unit for canceling the output of the control signal during the delay time, the cancellation unit comprising: and one end of the release switch is at least electrically connected with the enabling end of the Nth time relay, and the other end of the release switch is grounded.
In one embodiment thereof, the collision monitoring unit comprises:
m1 first collision sensors, M1 first collision sensors are connected in parallel, the signal output end of each first collision sensor is electrically connected with the starting unit and the time control unit respectively, wherein M1 is a positive integer; and/or the presence of a gas in the gas,
m2 second collision sensors and third relay, M2 second collision sensors parallel connection, the one end of the coil of third relay and the anodal electric connection of predetermineeing the power, the other end of the coil of third relay and every second collision sensor's signal output part electricity are connected, the one end of the normally open contact of third relay and the anodal electric connection of predetermineeing the power, the other end and the start-up unit of the normally open contact of third relay and time control unit electricity are connected respectively, wherein, M2 is positive integer.
In one embodiment, the automatic distress system for a vehicle further comprises:
and the vehicle control unit is electrically connected with the time control unit and the engine/motor of the vehicle and used for controlling the engine/motor to stop working according to the control signal.
In one embodiment thereof, the vehicle control unit includes:
and one end of a coil of the fourth relay is electrically connected with the time control unit, the other end of the coil of the fourth relay is electrically connected with the first starting end of the engine/motor, one end of a normally open contact of the fourth relay is electrically connected with a positive electrode of a preset power supply, and the other end of the normally open contact of the fourth relay is electrically connected with the second starting end of the engine/motor.
In one embodiment, the automatic distress system for a vehicle further includes a power supply control unit for supplying power to the time control unit, the power supply control unit including:
the first end of the power supply switch is electrically connected with the positive electrode of a preset power supply;
one end of a coil of the fifth relay is grounded, the other end of the coil of the fifth relay is electrically connected with the second end of the power supply switch, one end of a normally open contact of the fifth relay is electrically connected with a positive electrode of a preset power supply, and the other end of the normally open contact of the fifth relay is electrically connected with a power supply end of the time control unit.
In one embodiment, the automatic distress system for a vehicle further comprises:
and the transformer is arranged between the preset power supply and the signal transmitting unit and used for converting the first voltage of the preset power supply into the second voltage to supply power to the signal transmitting unit.
According to the automatic vehicle distress system, the collision monitoring unit outputs the collision signal when the vehicle collides, the starting unit controls the signal transmitting unit to start according to the collision signal, and the time control unit delays the preset time to output the control signal to the signal transmitting unit after receiving the collision signal so as to control the signal transmitting unit to transmit the distress signal. Therefore, when the vehicle collides, the rescue signal can be automatically sent, so that the injured person can be timely rescued, the situation of injury is more serious and even casualty accidents occur due to the fact that the injured person can not dial the rescue telephone in time is effectively avoided, and the survival rate of the injured person is greatly improved.
Drawings
FIG. 1 is a block diagram of an automatic distress system for a vehicle according to one embodiment;
FIG. 2a is a schematic structural diagram of an automatic vehicle distress system in the first embodiment;
FIG. 2b is a schematic structural diagram of an automatic distress system of a vehicle in a second embodiment;
FIG. 3 is a schematic structural diagram of an automatic vehicle distress system in a third embodiment;
FIG. 4 is a block diagram of an automatic distress system for a vehicle according to another embodiment;
FIG. 5 is a schematic structural diagram of an automatic distress system for a vehicle in a fourth embodiment;
FIG. 6 is a schematic structural diagram of an automatic distress system for a vehicle in a fifth embodiment;
fig. 7 is a schematic structural diagram of an automatic vehicle distress system in a sixth embodiment.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention can be embodied in many different forms other than those specifically described herein, and it will be apparent to those skilled in the art that similar modifications can be made without departing from the spirit and scope of the invention, and it is therefore not to be limited to the specific embodiments disclosed below.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
Fig. 1 is a block diagram schematically illustrating an automatic vehicle distress system according to an embodiment, and as shown in fig. 1, the automatic vehicle distress system includes: collision monitoring unit 110, signal transmitting unit 120, activating unit 130 and time control unit 140.
Wherein, the collision monitoring unit 110 is used for outputting a collision signal when the vehicle is in collision; the signal transmitting unit 120 is used for transmitting a distress signal; the starting unit 130 is electrically connected to the signal output end of the collision monitoring unit 110 and the starting end of the signal transmitting unit 120, respectively, and the starting unit 130 is used for controlling the signal transmitting unit 120 to start according to the collision signal; the time control unit 140 is electrically connected to the signal output terminal of the collision monitoring unit 110 and the signal transmitting terminal of the signal transmitting unit 120, respectively, and the time control unit 140 is configured to delay a preset time to output a control signal to the signal transmitting unit 120 after receiving the collision signal, so as to control the signal transmitting unit 120 to send a distress signal.
Specifically, during the operation of the vehicle, whether the vehicle has collided or not may be monitored in real time by the collision monitoring unit 110, and a collision signal (e.g., a high level signal) may be output to the starting unit 130 and the time control unit 140 when the vehicle has collided. After receiving the collision signal, the starting unit 130 controls the signal transmitting unit 120 to start according to the collision signal, so that the signal transmitting unit 120 is in a standby state, and after receiving the collision signal, the time control unit 140 firstly delays a preset time (for example, 10s) and then outputs a control signal to the signal transmitting unit 120, so that the signal transmitting unit 120 starts to send a distress signal. The distress signal is pre-stored in the signal transmitting unit 120, and may specifically include a distress call, a distress short message, or a combination of the distress call and the distress short message, and the telephone numbers corresponding to the distress call and the distress short message may include telephone numbers of 110, 120, friends and relatives, and the like, and may specifically be set by the user.
It is understood that the signal transmitting unit 120 may further include a positioning system, through which the position information of the vehicle may be determined and sent to the rescuer or friends and relatives via the distress message, so that the rescuer or friends and relatives can arrive at the accident site in time to implement effective rescue. In practical applications, the signal transmitting unit 120 may be a mobile phone with a GPS positioning system.
In this embodiment, the collision monitoring unit outputs a collision signal when the vehicle collides, the starting unit controls the signal transmitting unit to start according to the collision signal, and the time control unit delays the preset time according to the collision signal and outputs a control signal to the signal transmitting unit so as to control the signal transmitting unit to transmit a distress signal. From this, when the vehicle bumps, can send distress signal automatically to make injured person in time obtain the succour, effectively avoid injured person because of can't in time dial the emergence that the injury that the distress call leads to is more serious or even the casualties accident appears, improved injured person's survival rate greatly.
In one embodiment, as shown in fig. 2a or fig. 2b, the starting unit 130 includes: the first relay K1, the one end ground connection of the coil of first relay K1, the other end of the coil of first relay K1 is connected with the signal output part electricity of collision monitoring unit 110, the one end of the normally open contact of first relay K1 is connected with the first start-up end A1 electricity of signal transmission unit 120, the other end of the normally open contact of first relay K1 is connected with the second start-up end A2 electricity of signal transmission unit 120.
Specifically, as shown in fig. 2a or fig. 2b, when the collision monitoring unit 110 outputs a collision signal (e.g., a high-level signal), the coil of the first relay K1 is energized, the normally open contact of the first relay K1 is closed, and the first enabling terminal a1 and the second enabling terminal a2 of the signal transmitting unit 120 form a path, so that the internal power circuit of the signal transmitting unit 120 is turned on, and the signal transmitting unit 120 is enabled and enters a standby state. Therefore, the starting control of the signal transmitting unit can be realized through the first relay, and the signal transmitting unit is in a power-off state when the signal transmitting unit does not work, so that the consumption of electric energy is effectively reduced, and the waste of energy is reduced.
In one embodiment, as shown in fig. 2a or fig. 2b, the time control unit 140 includes: the system comprises N time relays T and a second relay K2, wherein a signal input end IN of a1 st time relay T1 is electrically connected with a signal output end of a collision monitoring unit 110, a signal input end of an ith time relay Ti is electrically connected with a signal output end of an i-1 st time relay T (i-1), a signal input end of an Nth time relay TN is electrically connected with a signal output end of an N-1 st time relay T (N-1), i and N are positive integers, and i is more than 1 and less than or equal to N; one end of the coil of the second relay K2 is electrically connected with the signal output end of the nth time relay TN, the other end of the coil of the second relay K2 is grounded, one end of the normally open contact of the second relay K2 is electrically connected with the first signal transmitting end B1 of the signal transmitting unit 120, and the other end of the normally open contact of the second relay K2 is electrically connected with the second signal transmitting end B2 of the signal transmitting unit 120.
Specifically, the number of the time relays T may be one or more, and may be specifically determined according to the type of the time relays T and the size of the preset time, for example, when the preset time is 10s and the delay time of the time relays T is 10s, the number of the time relays T may be one at this time; when the preset time is 10s and the delay time of the time relay T is 5s, then the number of the time relays T may be two at this time.
Specifically, as shown IN fig. 2a, when there is one time relay T, the signal input terminal IN of the time relay T is electrically connected to the signal output terminal of the collision monitoring unit 110, the signal output terminal CK is electrically connected to one end of the coil of the second relay K2, and both the power supply terminal VCC and the neutral point terminal COM are electrically connected to a preset power supply VCC1 (e.g., 12V dc power supply). When the collision monitoring unit 110 outputs a collision signal (e.g., a high level signal) to the signal input terminal IN of the time relay T, the time relay T starts to count down, when the time reaches a preset time (e.g., 10s), the time relay T outputs a control signal (e.g., a high level signal) to one end of the coil of the second relay K2 through the signal output terminal CK, the coil of the second relay K2 is energized, the normally open contact of the second relay K2 is closed, and the first signal transmitting terminal B1 and the second signal transmitting terminal B2 of the signal transmitting unit 120 form a passage, so that the internal transmitting circuit of the signal transmitting unit 120 is turned on, and the signal transmitting unit 120 starts to transmit a distress signal. Therefore, the signal transmitting unit can be controlled to send a distress signal to the outside through the time relay and the second relay.
As shown IN fig. 2b, when the time relays T are two, the signal input terminal IN of the 1 st time relay T1 is electrically connected to the signal output terminal of the collision monitoring unit 110, the signal input terminal IN of the 2 nd time relay T2 is electrically connected to the signal output terminal CK of the 1 st time relay T1, the signal output terminal CK of the 2 nd time relay T2 is electrically connected to one end of the coil of the second relay K2, and the power supply terminals VCC and the neutral point terminal COM of the 1 st time relay T1 and the 2 nd time relay T2 are electrically connected to the preset power supply VCC 1. When the collision monitoring unit 110 outputs a collision signal (e.g., a high level signal) to the signal input terminal IN of the 1 st time relay T1, the 1 st time relay T1 starts counting down, and when the time reaches a delay time (e.g., 5s), the 1 st time relay T1 outputs a first signal (e.g., a high level signal) to the signal input terminal IN of the 2 nd time relay T2 through the signal output terminal CK. At this time, the 2 nd time relay T2 starts to count down, and when the time reaches the delay time (e.g. 5s), outputs a control signal to one end of the coil of the second relay K2, the normally open contact of the second relay K2 is closed, and the first signal transmitting terminal B1 and the second signal transmitting terminal B2 of the signal transmitting unit 120 form a path, so that the internal transmitting loop of the signal transmitting unit 120 is turned on, and the signal transmitting unit 120 starts to send a distress signal. Therefore, the signal transmitting unit can be controlled to send out the distress signal through the two time relays and the second relay.
It is understood that when the number of the time relays T is three or more, the circuit connection relationship can be referred to as that shown in fig. 2b, and detailed description thereof is omitted here.
In one embodiment, as shown in fig. 2a or 2b, the automatic distress system for a vehicle further includes: a reminder unit 150 for reminding a user, the reminder unit 150 comprising: when N is equal to 1, one end of the indicator light LED is electrically connected with a signal input end IN of the time relay T, and the other end of the indicator light LED is grounded; when N is greater than 1, one end of the indicator light LED is electrically connected with the signal input end IN or the signal output end CK of the 1 st time relay T1, and the other end of the indicator light LED is grounded.
Specifically, as shown IN fig. 2a, when the number of the time relay T is one, one end of the indicator light LED is directly electrically connected to the signal input terminal IN of the time relay T, so that when the vehicle collides, the driver and passengers can be alerted by light according to the collision signal; when the number of the time relays T is multiple, one end of the indicator light LED may be electrically connected to the signal input terminal IN of the 1 st time relay T1, or may be electrically connected to the signal output terminal CK of the 1 st time relay T1, as shown IN fig. 2b, one end of the indicator light LED is electrically connected to the signal output terminal CK of the 1 st time relay K1, so as to remind the driver and the passengers according to the collision signal after the vehicle collides.
It is understood that the reminding unit 150 may further include a voice player (not specifically shown) to remind the driver and the passenger by voice after the vehicle is collided, and the invention is not limited thereto.
In this embodiment, after the vehicle collides, the reminding unit is used to remind the driver and the passenger, so that the driver and the passenger can perform corresponding processing according to the reminding when the driver and the passenger are in a waking state.
In one embodiment, as shown in fig. 2a or 2b, the automatic distress system for a vehicle further includes a cancellation unit 160 for canceling the output of the control signal during the delay time, the cancellation unit 160 including: the release switch S1 has one end of the release switch S1 electrically connected to at least the enable terminal GN0 of the nth time relay TN, and the other end of the release switch S1 grounded.
Specifically, as shown in fig. 2a, when there is one time relay T, the enable terminal GN0 of the time relay T is electrically connected to one terminal of the release switch S1, so that within the delay time (e.g. 10S) of the time relay T, if the driver and passenger are awake and there is no need to send a distress signal to the outside, the release switch S1 can be pressed, the release switch S1 is turned on, and since the other terminal of the release switch S1 is grounded, the enable terminal GN0 of the time relay T receives a low level signal, and the time relay T cancels the output of the control signal according to the low level signal.
As shown in fig. 2b, when there are two time relays T, the enable terminals GN0 of the 1 st time relay T1 and the 2 nd time relay T2 are electrically connected to one end of the release switch S1, so that within the total delay time (e.g. 10S) of the 1 st time relay T1 and the 2 nd time relay T2, if the driver and passengers are awake and do not need to send out a distress signal, the release switch S1 can be pressed, the release switch S1 is turned on, and since the other end of the release switch S1 is grounded, the enable terminals GN0 of the 1 st time relay T1 and the 2 nd time relay T2 will receive a low level signal, and the output of the control signal is cancelled by the 1 st time relay T1 and the 2 nd time relay T2 according to the low level signal.
It is understood that only the enable terminal GN0 of the 2 nd time relay T2 may be electrically connected to one end of the release switch S1, and preferably, the enable terminals GN0 of the 1 st time relay T1 and the 2 nd time relay T2 are both electrically connected to one end of the release switch S1 to ensure the validity of the cancellation. When the number of the time relays T is three or more, the circuit connection relationship can be referred to as shown in fig. 2b, and detailed description thereof is omitted here.
Therefore, the situation that the sending is continued under the situation that the distress signal is not needed to be sent can be effectively avoided by arranging the release switch, for example, the injury is not serious although the collision happens, and the distress signal can not be sent at the moment, so that unnecessary worry and the like brought to relatives and friends can be prevented.
In one embodiment, as shown in FIG. 3, the collision monitoring unit 110 includes: m1 first collision sensors 112, M1 first collision sensors 112 are connected in parallel, and a signal output terminal of each first collision sensor 112 is electrically connected with the starting unit 130 and the time control unit 140, respectively, wherein M1 is a positive integer; and/or M2 second collision sensors 114 and a third relay K3, wherein M2 second collision sensors 114 are connected in parallel, one end of a coil of the third relay K3 is electrically connected with the anode of a preset power supply VCC1, the other end of the coil of the third relay K3 is electrically connected with a signal output end of each second collision sensor 114, one end of a normally open contact of the third relay K3 is electrically connected with the anode of a preset power supply VCC1, and the other end of the normally open contact of the third relay K3 is electrically connected with the starting unit 130 and the time control unit 140 respectively, wherein M2 is a positive integer.
Specifically, the collision monitoring unit 110 may be a collision sensor, the number of the collision sensors may be determined according to actual conditions, for example, the collision sensor may be one or more, and when the number of the collision sensors is multiple, the collision sensors are connected in parallel, that is, the signal output terminals of the collision sensors are connected in parallel, and the positive electrode of each collision sensor is electrically connected to the positive electrode of the preset power source VCC1, and the negative electrode is grounded.
Further, when the signal input terminal IN of the time relay T is active at a high level, if the collision signal output by the collision sensor is also a high level signal, the high level signal may be directly transmitted to the signal input terminal IN of the time relay T; if the collision signal outputted from the collision sensor is a low level signal, it is necessary to convert the low level signal into a high level signal and then transmit the converted high level signal to the signal input terminal IN of the time relay T. For example, as shown IN fig. 3, since the impact signal output from the first impact sensor 112 is a high level signal, the signal output terminal of the first impact sensor 112 is directly electrically connected to the signal input terminal IN of the 1 st time relay T1. The collision signal output by the second collision sensor 114 is a low level signal, and because it provides a low level collision signal, it cannot be directly electrically connected to the signal input terminal IN of the 1 st time relay T1, so the low level signal can be converted into a high level signal by the third relay K3, for example, one end of the coil of the third relay K3 and one end of the normally open contact of the third relay K3 are both electrically connected to the positive electrode of the preset power source VCC1, the other end of the coil of the third relay K3 is electrically connected to the signal output terminal of the second collision sensor 114, and the other end of the normally open contact of the third relay K3 is electrically connected to the signal input terminal IN of the 1 st time relay T1, so that when the second collision sensor 114 outputs a low level collision signal, the coil of the third relay K3 is energized, the normally open contact of the third relay K3 is closed, the preset power VCC1 outputs a high level signal to the signal input terminal IN of the 1 st time relay T1.
In practical applications, only one or more first collision sensors may be used, only one or more second collision sensors may be used, or both sensors may be used in combination, and the specific application is not limited herein.
In one embodiment, as shown in fig. 4, the automatic distress system for a vehicle further includes: and a vehicle control unit 170, the vehicle control unit 170 being electrically connected to the time control unit 140 and the engine/motor 180 of the vehicle to control the engine/motor 180 to stop operating according to the control signal.
That is, when the vehicle collides, the time control unit 140 controls the operation stop of the engine/motor 180 through the vehicle control unit 170 in addition to controlling the signal transmitting unit 120 to transmit a distress signal to the outside according to the collision signal, so as to prevent the secondary damage of the engine/motor 180 or the occurrence of a more serious traffic accident.
In one embodiment, as shown in fig. 5, the vehicle control unit 170 includes: one end of a coil of the fourth relay K4 is electrically connected to the time control unit 140, the other end of the coil of the fourth relay K4 is electrically connected to a first start-up end of the engine/motor 180, one end of a normally open contact of the fourth relay K4 is electrically connected to an anode of a preset power source VCC1, and the other end of the normally open contact of the fourth relay K4 is electrically connected to a second start-up end of the engine/motor 180.
For example, as shown in fig. 5, the signal output terminal CK of the 2 nd time relay T2 is electrically connected to one end of the coil of the second relay K2, so as to control the signal transmitting unit 120 to transmit a distress signal through the second relay K2, and is also electrically connected to one end of the coil of the fourth relay K4, so that when the 2 nd time relay T2 outputs a control signal, the coil of the fourth relay K4 is energized, the normally open contact of the fourth relay K4 is closed, the fourth relay K4 outputs a high level signal to the engine/motor 180, and the controller of the engine/motor 180 controls the engine/motor 180 to stop operating according to the high level signal, thereby preventing the engine/motor 180 from secondary damage or constituting a more serious traffic accident.
In one embodiment, as shown in fig. 6, the automatic distress system for a vehicle further includes a power supply control unit to supply power to the time control unit 140, the power supply control unit including: a power supply switch S2 and a fifth relay K5, wherein a first end of the power supply switch S2 is electrically connected with the anode of a preset power supply VCC 1; one end of the coil of the fifth relay K5 is grounded, the other end of the coil of the fifth relay K5 is electrically connected with the second end of the power supply switch S2, one end of the normally open contact of the fifth relay K5 is electrically connected with the positive electrode of the preset power source VCC1, and the other end of the normally open contact of the fifth relay K5 is electrically connected with the power source end of the time control unit 140.
For example, as shown in fig. 6, the power source terminals VCC of the 1 st time relay T1 and the 2 nd time relay T2 are both electrically connected to the other end of the normally open contact of the fifth relay K5, when the first end and the second end of the power switch S2 are turned on, the coil of the fifth relay K5 is energized, the normally open contact of the fifth relay K5 is closed, and the preset power source VCC1 supplies power to the 1 st time relay T1 and the 2 nd time relay T2 through the normally open contact of the fifth relay K5, respectively. The power supply switch S2 may be an independent switch or an ignition switch, and when the power supply switch S2 is an ignition switch, the time control unit 140 is powered on and started after the vehicle is ignited and started.
In one embodiment, as shown in fig. 7, the automatic distress system for a vehicle further includes: the transformer T is disposed between the preset power VCC1 and the signal transmitting unit 120, and is configured to convert the first voltage of the preset power VCC1 into a second voltage to power the signal transmitting unit 120. For example, when the operating voltage of the signal transmitting unit 120 is 3.7V, the 12V voltage of the preset power VCC1 may be stepped down to 3.7V voltage by the transformer T to power the signal transmitting unit 120.
It should be noted that, in the above embodiment, the preset power VCC1 may be a low-voltage power supply of the vehicle itself, or may be an independent power supply, and preferably, the preset power VCC1 is an independent power supply, so that not only the kinetic energy of the engine/motor during normal operation of the vehicle is not reduced, but also the automatic vehicle distress system can continue to operate reliably when the vehicle is not powered.
The entire operation of the automatic distress system for a vehicle will be described in detail with reference to fig. 7.
Referring to fig. 7, when the power supply switch S2 is an ignition switch, after the vehicle is ignited, the power supply switch S2 is in a closed state, that is, the first terminal and the second terminal of the power supply switch S2 are turned on, the coil of the fifth relay K5 is energized, the normally open contact of the fifth relay K5 is closed, and the preset power source VCC1 supplies power to the 1 st time relay T1 and the 2 nd time relay T2 through the fifth relay K5.
When the vehicle is running on a road or parked at a roadside, if the vehicle collides, the first and second collision sensors 112 and 114 output collision signals after being strongly collided. Wherein, the collision signal (high level signal) outputted from the first collision sensor 112 will be directly transmitted to the other end of the coil of the first relay K1 and the signal input terminal IN of the 1 st time relay T1, while the collision signal (low level signal) outputted from the second collision sensor 114 makes the coil of the third relay K3 energized, the normally open contact of the third relay K3 closed, and the preset power source VCC1 outputs high level to the other end of the coil of the first relay K1 and the signal input terminal IN of the 1 st time relay T1 through the third relay K3. The coil of the first relay K1 is energized, the normally open contact of the first relay K1 is closed, and the signal transmitting unit 120 is activated and in a standby state. Meanwhile, the 1 st time relay T1 starts counting down, when the time reaches the self delay time (such as 2s), the 1 st time relay T1 outputs a first signal to the 2 nd time relay T2 and the indicator light LED, the indicator light LED is turned on to remind the user, meanwhile, the 2 nd time relay T2 starts counting down, when the time reaches the self delay time (such as 10s), the 2 nd time relay T2 outputs a control signal to one end of the coil of the second relay K2 and one end of the coil of the fourth relay K4. The second relay K2 is powered on, the normally open contact of the second relay K2 is closed, the signal transmitting unit 120 starts to send the distress signal, meanwhile, the fourth relay K4 is powered on, and the normally open contact of the fourth relay K4 is closed, so that the engine/motor 180 is controlled to stop working.
After the indicator light LED is turned on, if the user is in a wakeful state, the user selects whether to ask for help automatically according to actual needs, if not, the controllable release switch S1 is closed in the delay period of the 2 nd time relay T2, at this time, the 1 st time relay T1 and the 2 nd time relay T2 stop working to stop outputting the control signal to the second relay K2 and the fourth relay K4, at this time, the signal transmitting unit 120 does not send out a help-asking signal, and at the same time, the engine/motor 180 is not controlled to stop working.
The automatic vehicle distress system of the embodiment can timely send distress signals under the condition that injured people cannot save themselves after the vehicle collides, so that rescue workers can timely arrive at the vehicle to rescue, precious rescue time is greatly prolonged, and life danger and economic loss are effectively reduced.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. An automatic vehicle distress system, characterized in that, the automatic vehicle distress system includes:
a collision monitoring unit for outputting a collision signal when a vehicle collides;
the signal transmitting unit is used for transmitting a distress signal;
the starting unit is electrically connected with the signal output end of the collision monitoring unit and the starting end of the signal transmitting unit respectively;
the time control unit is electrically connected with the signal output end of the collision monitoring unit and the signal transmitting end of the signal transmitting unit respectively; wherein the content of the first and second substances,
under the action of the collision signal, the starting unit controls the signal transmitting unit to start, and the time control unit delays preset time to output a control signal to the signal transmitting unit so as to control the signal transmitting unit to send the distress signal.
2. The automatic distress system for vehicles according to claim 1, wherein the starting unit comprises:
one end of a coil of the first relay is grounded, the other end of the coil of the first relay is electrically connected with a signal output end of the collision monitoring unit, one end of a normally open contact of the first relay is electrically connected with a first starting end of the signal transmitting unit, and the other end of the normally open contact of the first relay is electrically connected with a second starting end of the signal transmitting unit.
3. The automatic distress system for vehicles according to claim 1, wherein the time control unit comprises:
the signal input end of the 1 st time relay is electrically connected with the signal output end of the collision monitoring unit, the signal input end of the ith time relay is electrically connected with the signal output end of the (i-1) th time relay, and the signal input end of the Nth time relay is electrically connected with the signal output end of the (N-1) th time relay, wherein i and N are positive integers, and i is more than 1 and less than or equal to N;
the second relay, the one end of the coil of second relay with the signal output part electricity of Nth time relay is connected, the other end ground connection of the coil of second relay, the normally open contact's of second relay one end with the first signal transmission end electricity of signal transmission unit is connected, the normally open contact's of second relay the other end with the second signal transmission end electricity of signal transmission unit is connected.
4. The automatic vehicle distress system according to claim 3, further comprising a reminding unit for reminding a user, wherein the reminding unit comprises: an indicator light, wherein,
when the N is equal to 1, one end of the indicator light is electrically connected with the signal input end of the time relay, and the other end of the indicator light is grounded;
when N is larger than 1, one end of the indicator light is electrically connected with the signal input end or the signal output end of the 1 st time relay, and the other end of the indicator light is connected with the ground.
5. The automatic vehicle distress system according to claim 3, further comprising a cancellation unit for canceling the control signal output during the delay time, the cancellation unit comprising: and one end of the release switch is at least electrically connected with the enabling end of the Nth time relay, and the other end of the release switch is grounded.
6. The automatic distress system for vehicles according to any one of claims 2-5, wherein the collision monitoring unit comprises:
m1 first collision sensors, wherein the M1 first collision sensors are connected in parallel, the signal output end of each first collision sensor is electrically connected with the starting unit and the time control unit respectively, and M1 is a positive integer; and/or the presence of a gas in the gas,
m2 second collision sensors and third relay, M2 second collision sensors parallel connection, the one end of the coil of third relay with predetermine the anodal electricity of power and be connected, the other end of the coil of third relay with every the signal output part electricity of second collision sensor is connected, the one end of the normally open contact of third relay with predetermine the anodal electricity of power and be connected, the other end of the normally open contact of third relay with the start-up unit with the time control unit electricity respectively is connected, wherein, M2 is positive integer.
7. The automatic vehicle distress system of claim 1, further comprising:
the vehicle control unit is electrically connected with the time control unit and an engine/motor of the vehicle and used for controlling the engine/motor to stop working according to the control signal.
8. The vehicle automatic distress system of claim 7, wherein the vehicle control unit comprises:
one end of a coil of the fourth relay is electrically connected with the time control unit, the other end of the coil of the fourth relay is electrically connected with the first starting end of the engine/motor, one end of a normally open contact of the fourth relay is electrically connected with the positive electrode of a preset power supply, and the other end of the normally open contact of the fourth relay is electrically connected with the second starting end of the engine/motor.
9. The automatic distress system for vehicles according to claim 1, further comprising a power supply control unit for supplying power to the time control unit, the power supply control unit comprising:
the first end of the power supply switch is electrically connected with the positive electrode of a preset power supply;
one end of a coil of the fifth relay is grounded, the other end of the coil of the fifth relay is electrically connected with the second end of the power supply switch, one end of a normally open contact of the fifth relay is electrically connected with the positive electrode of the preset power supply, and the other end of the normally open contact of the fifth relay is electrically connected with the power supply end of the time control unit.
10. The automatic vehicle distress system of claim 1, further comprising:
the transformer is arranged between a preset power supply and the signal transmitting unit and used for converting a first voltage of the preset power supply into a second voltage to supply power to the signal transmitting unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821928440.3U CN209888808U (en) | 2018-11-21 | 2018-11-21 | Automatic help-seeking system for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821928440.3U CN209888808U (en) | 2018-11-21 | 2018-11-21 | Automatic help-seeking system for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209888808U true CN209888808U (en) | 2020-01-03 |
Family
ID=68990477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201821928440.3U Expired - Fee Related CN209888808U (en) | 2018-11-21 | 2018-11-21 | Automatic help-seeking system for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209888808U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112706692A (en) * | 2020-11-12 | 2021-04-27 | 东风汽车集团有限公司 | Automobile blind area pedestrian alarming self-rescue system and vehicle |
| CN113619520A (en) * | 2020-05-06 | 2021-11-09 | 罗伯特·博世有限公司 | Method for controlling a vehicle occupant protection device in the event of a vehicle collision |
-
2018
- 2018-11-21 CN CN201821928440.3U patent/CN209888808U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113619520A (en) * | 2020-05-06 | 2021-11-09 | 罗伯特·博世有限公司 | Method for controlling a vehicle occupant protection device in the event of a vehicle collision |
| CN112706692A (en) * | 2020-11-12 | 2021-04-27 | 东风汽车集团有限公司 | Automobile blind area pedestrian alarming self-rescue system and vehicle |
| CN112706692B (en) * | 2020-11-12 | 2022-12-23 | 东风汽车集团有限公司 | Car blind area pedestrian warning system of saving oneself and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN210852338U (en) | Insufficient voltage prevention control system for storage battery and vehicle | |
| CN209888808U (en) | Automatic help-seeking system for vehicle | |
| TWM529618U (en) | Battery management system for vehicle starting battery | |
| JP2008130007A (en) | On-vehicle emergency notification device | |
| CN205022458U (en) | Vehicle safety monitoring device , monitored control system and vehicle | |
| CN205901350U (en) | Automobile -used starting battery's battery management system | |
| CN109229058B (en) | Intelligent anti-theft system for power battery pack for electric automobile | |
| CN102963319A (en) | Dual-control vehicle-mounted terminal device and method based on X86 and ARM (Advanced RISC Machine) | |
| KR20070107732A (en) | Intelligent driver module for controlling operation of a fuel pump | |
| CN202685970U (en) | Collision protection device for electric car | |
| CN202480890U (en) | Vehicle accident automatic alarm system | |
| CN211107039U (en) | Battery system and vehicle | |
| KR102573100B1 (en) | Device for checking high voltage battery status in sleep mode of electric vehicle | |
| CN206685959U (en) | A kind of vehicle and its power supply emergency cut-off protects system | |
| CN102653236B (en) | Truck alarm reminding device and alarm reminding method | |
| US6188312B1 (en) | Apparatus and method to stimulate a sleepy driver | |
| CN112235770A (en) | Vehicle-mounted emergency call system and method thereof | |
| CN108133622A (en) | A kind of anti-device and method that knock into the back based on wireless communication | |
| CN209617083U (en) | Vehicle is drowned self-rescue system | |
| CN204895368U (en) | Car safety device | |
| CN207660746U (en) | A kind of auxiliary fuel tank control system and the vehicle with it | |
| CN109591725A (en) | A kind of electric car emergency rescue system and rescue mode | |
| CN112810561B (en) | Vehicle and control system and method for preventing vehicle passengers from being left behind | |
| CN214929506U (en) | Whole car circuit control device of tipper | |
| CN213676608U (en) | Intelligent glass breaking escape system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200103 Termination date: 20211121 |