WO2024098902A1 - 电子控制器、车灯控制方法、系统及车辆 - Google Patents

电子控制器、车灯控制方法、系统及车辆 Download PDF

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Publication number
WO2024098902A1
WO2024098902A1 PCT/CN2023/115946 CN2023115946W WO2024098902A1 WO 2024098902 A1 WO2024098902 A1 WO 2024098902A1 CN 2023115946 W CN2023115946 W CN 2023115946W WO 2024098902 A1 WO2024098902 A1 WO 2024098902A1
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WO
WIPO (PCT)
Prior art keywords
module
unit
signal
headlight
voltage
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.)
Ceased
Application number
PCT/CN2023/115946
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English (en)
French (fr)
Inventor
冯晓宇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from CN202211406360.2A external-priority patent/CN118004019A/zh
Priority claimed from CN202222994813.XU external-priority patent/CN219096584U/zh
Priority claimed from CN202211407355.3A external-priority patent/CN115915542A/zh
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2024098902A1 publication Critical patent/WO2024098902A1/zh
Priority to MX2024014639A priority Critical patent/MX2024014639A/es
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • 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
    • B60Q11/00—Arrangement of monitoring devices for devices provided for in groups B60Q1/00 - B60Q9/00
    • 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
    • B60R16/033—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 characterised by the use of electrical cells or batteries
    • 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
    • H05B47/00—Circuit arrangements for operating light sources in general, i.e. where the type of light source is not relevant
    • H05B47/10—Controlling the light source
    • 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
    • H05B47/00—Circuit arrangements for operating light sources in general, i.e. where the type of light source is not relevant
    • H05B47/10—Controlling the light source
    • H05B47/16—Controlling the light source by timing means

Definitions

  • the present application relates to the field of vehicle control technology, and more specifically, to an electronic controller, a vehicle light control method, a system and a vehicle.
  • each car is generally equipped with three brake lights at the rear, namely, the left brake light, the right brake light, and the high-mounted brake light.
  • the brake lights of automobiles can be controlled by an electronic controller (Electronic Control Unit, ECU).
  • ECU Electronic Control Unit
  • the ECU is connected between the brakes and brake lights of the vehicle, and is used to generate corresponding brake light control instructions to control the brake lights to light up when receiving the brake signal generated by the driver stepping on the brake.
  • the brake lights may not light up normally, increasing the probability of a rear-end collision.
  • Embodiments of the present application provide an electronic controller, a vehicle light control method, a system, and a vehicle.
  • some embodiments of the present application provide an electronic controller for use in a vehicle, the vehicle including a headlight.
  • the electronic controller includes a control module, a communication module, a drive module, a monitoring module, a power module, and a logic circuit module.
  • the control module is used to send a first trigger signal to the logic circuit module when the communication module fails;
  • the monitoring module is used to send a second trigger signal to the logic circuit module when the control module fails;
  • the power module is used to send a third trigger signal to the logic circuit module when the power module fails;
  • the logic circuit module is used to trigger the drive module to light up the headlight when receiving at least one of the first trigger signal, the second trigger signal, and the third trigger signal.
  • some embodiments of the present application also provide a vehicle light control method, which is applied to an electronic controller in a vehicle, wherein the electronic controller includes a control module, a communication module, a drive module, a monitoring module, a power module, and a logic circuit module.
  • the method includes: the control module sends a first trigger signal to the logic circuit module when the communication module fails; the monitoring module sends a second trigger signal to the logic circuit module when the control module fails; the power module sends a third trigger signal to the logic circuit module when the power module fails; the logic circuit module is used to trigger the drive module to drive the vehicle light to light up when receiving at least one of the first trigger signal, the second trigger signal, and the third trigger signal.
  • some embodiments of the present application provide a vehicle light control system, the vehicle light control system comprising: a first vehicle light module, N second vehicle light modules, N switch modules and the above-mentioned electronic controller.
  • the N second vehicle light modules are respectively connected in parallel to the first vehicle light module, and the current input terminals of the N second vehicle light modules are connected to the current input terminal of the first vehicle light module to form a common terminal, where N is a natural number greater than 0.
  • the i-th switch module among the N switch modules is connected to the branch where the i-th second vehicle light module among the N second vehicle light modules is located, where i is a natural number less than or equal to N.
  • the electronic controller comprises an output terminal, the output terminal is connected to the N switch modules, and is directly connected to the common terminal, and the electronic controller is configured to: output a driving signal, the driving signal is used to input the first vehicle light module via the common terminal to control the first vehicle light module to work in a first lighting mode, and the driving signal is also used to input the N switch modules to drive the N switch modules to control at least one of the N second vehicle light modules to work in a second lighting mode, and the working parameters of the second lighting mode are different from the working parameters of the first lighting mode.
  • some embodiments of the present application further provide a vehicle, comprising a vehicle lamp and the above-mentioned electronic controller.
  • an embodiment of the present application further provides a vehicle, the vehicle comprising: a vehicle body and the above-mentioned vehicle light control system, wherein the vehicle light control system is arranged in the vehicle body.
  • the present application provides an electronic controller, a vehicle light control method, system and vehicle.
  • the electronic controller includes a control module, a communication module, a drive module, a monitoring module, a power module and a logic circuit module.
  • the control module is used to send a first trigger signal to the logic circuit module when the communication module fails.
  • the monitoring module is used to send a second trigger signal to the logic circuit module when the control module fails.
  • the power module is used to send a third trigger signal to the logic circuit module when it fails itself.
  • the logic circuit module is used to trigger the drive module to drive the vehicle lights to light up when at least one of the first trigger signal, the second trigger signal and the third trigger signal is received.
  • the communication module, the control module and the power module in the electronic controller provided by the present application can drive the vehicle lights to light up through the logic circuit module when they fail respectively, which improves the electronic controller.
  • the fault detection mechanism of each module ensures that when any module in the electronic controller fails, the lights can be turned on to remind the vehicle to pay attention to driving safety.
  • FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application.
  • FIG. 2 is a block diagram of an electronic controller in the vehicle shown in FIG. 1 .
  • FIG. 3 is another block diagram of an electronic controller in the vehicle shown in FIG. 1 .
  • FIG. 4 is a schematic diagram of a logic circuit module provided in an embodiment of the present application.
  • FIG. 5 is a flow chart of a vehicle light control method provided in an embodiment of the present application.
  • FIG6 shows a schematic structural diagram of another vehicle provided in an embodiment of the present application.
  • FIG. 7 shows a schematic structural diagram of a vehicle light control system provided in an embodiment of the present application.
  • FIG8 shows a schematic structural diagram of another vehicle light control system provided in an embodiment of the present application.
  • FIG. 9 shows a schematic structural diagram of another vehicle light control system provided in an embodiment of the present application.
  • FIG. 10 shows a schematic structural diagram of a lamp bead array provided in an embodiment of the present application.
  • FIG. 11 shows a schematic structural diagram of yet another vehicle light control system provided in an embodiment of the present application.
  • FIG. 12 shows a schematic diagram of a first pattern of a rectangular lamp bead array provided in an embodiment of the present application.
  • FIG. 13 shows a schematic diagram of a second pattern of a rectangular lamp bead array provided in an embodiment of the present application.
  • FIG. 14 shows a schematic diagram of a third pattern of a rectangular lamp bead array provided in an embodiment of the present application.
  • an embodiment of the present application provides an electronic controller 100 and a vehicle 200 equipped with the electronic controller 100.
  • the vehicle 200 refers to a vehicle driven or towed by a power device for passengers or for transporting goods, including but not limited to a car, a minibus, a bus, etc.
  • the vehicle 200 includes a headlight 210, a battery pack 230, a vehicle bus 250, and the above-mentioned electronic controller 100, wherein the electronic controller 100 is respectively connected to the headlight 210, the battery pack 230, and the vehicle bus 250.
  • the headlight 210 can be a brake light of the vehicle 200 (for example, a left brake light, a right brake light, a high-mounted brake light, etc.).
  • the headlight 210 can include a first headlight 2100 and a second headlight 2120, and the first headlight 2100 and the second headlight 2120 are respectively connected to the electronic controller 100 through a vehicle hard line.
  • the first vehicle light 2100 may be a left brake light of the vehicle 200
  • the second vehicle light 2120 may be a right brake light of the vehicle 200 .
  • the battery pack 230 is used to supply power to the electronic controller 100.
  • the battery pack 230 may be a nickel-cadmium battery pack, a nickel-metal hydride battery pack, a lithium-ion battery pack, etc.
  • the battery pack 230 may include a first battery pack 2300 and a second battery pack 2320.
  • the first battery pack 2300 and the second battery pack 2320 may be connected to the electronic controller 100 through a power transmission cable, respectively, to achieve redundant power supply to the electronic controller 100, so as to ensure that in the event of a failure of one of the battery packs, the electronic controller 100 can be powered by another battery pack, so as to ensure that the electronic controller 100 can operate normally.
  • the vehicle bus 250 is used to transmit data to the electronic controller 100.
  • the vehicle bus 250 is connected to multiple sensors in the vehicle 200, and is used to send the driving data (e.g., vehicle speed, tire speed, etc.) acquired by the sensors to the electronic controller 100.
  • the vehicle bus 250 is connected to multiple actuators (e.g., brakes, gears, etc.) in the vehicle 200, and is used to send control instructions generated by the electronic controller 100 to the actuators, thereby controlling the actuators to work.
  • the vehicle bus 250 can be a controller area network bus (Controller Area Network, CAN bus).
  • the electronic controller 100 includes a control module 110, a communication module 120, a drive module 130, a monitoring module 140, a power module 150, and a logic circuit module 160.
  • the communication module 120 is connected to the control module 110.
  • the drive module 130 is connected between the control module 110 and the vehicle light 210.
  • the monitoring module 140 is connected to the control module 110.
  • the power module 150 is respectively connected to the control module 110, the communication module 120, the drive module 130, and the monitoring module 140.
  • the input end 1600 of the logic circuit module 160 is respectively connected to the control module 110, the monitoring module 140, and the power module 150.
  • the output terminal 1650 is connected to the driving module 130.
  • control module 110 is used to send a first trigger signal to the logic circuit module 160 when the communication module 120 fails.
  • the monitoring module 140 is used to send a second trigger signal to the logic circuit module 160 when the control module 110 fails.
  • the power module 150 is used to send a third trigger signal to the logic circuit module 160 when it fails. The specific generation and sending process of the first trigger signal, the second trigger signal and the third trigger signal are described in detail below.
  • the logic circuit module 160 is used to trigger the driving module 130 to drive the vehicle lamp 210 to light up when receiving at least one of the first trigger signal, the second trigger signal and the third trigger signal.
  • the communication module 120, the control module 110 and the power supply module 150 in the electronic controller 100 provided in the present application fail respectively, they can all drive the car lights 210 to light up through the logic circuit module 160, thereby improving the fault detection mechanism of each module in the electronic controller 100, so that when any module in the electronic controller 100 fails, the car lights 210 can be turned on to remind the vehicle to pay attention to driving safety.
  • the control module 110 is the control center of the electronic controller 100, which is used to process and analyze the signal data generated by the vehicle 200 when it is working, and generate corresponding control instructions to control the actuators in the vehicle 200 to work.
  • the control module 110 can be a microcontroller unit (MCU).
  • the control module 110 is connected to the communication module 120, and the communication module 120 is connected to the vehicle bus 250 of the vehicle 200, that is, the control module 110 obtains the signal data transmitted by the vehicle bus 250 through the communication module 120.
  • the control module 110 includes an RX/TX port, and the control module 110 is connected to the communication module 120 through the RX/TX port.
  • the communication module 120 includes a CANFD1 port, and the communication module 120 is connected to the vehicle bus 250 through the CANFD1 port.
  • the communication module 120 is used for signal conversion between the vehicle bus 250 and the control module 110.
  • the communication module 120 can convert the differential signal in the CAN bus into a TTL signal and send it to the control module 110, and can also convert the TTL signal output by the control module 110 into a differential signal and send it to the CAN bus.
  • the communication module 120 can be a CAN transceiver.
  • the control module 110 can be used to send a first trigger signal to the logic circuit module 160 when a fault occurs in the communication module 120.
  • the control module 110 is provided with an E2E diagnostic unit, which can obtain the working state of the communication module 120 and send a first trigger signal to the logic circuit module 160 when the working state of the communication module 120 is a fault state.
  • the fault state of the communication module 120 may include a communication link abnormality and a functional abnormality.
  • a communication link abnormality may include an open circuit, short voltage, short ground, and other faults on the CANFD1 port or the RX/TX port.
  • a functional abnormality may include a failure of the communication module 120 to receive a signal, an erroneous received signal, a delayed received signal, a stuck received signal, and other faults.
  • the input end 1600 of the logic circuit module 160 may include a first input end 1610 (i.e., the IN4 port in FIG. 4 ), and the first input end 1610 is connected to the control module 110.
  • the control module 110 further includes a GPI01 port, which is connected to the first input end 1610 on the logic circuit module 160.
  • a first trigger signal is sent to the first input end 1610 on the logic circuit module 160 through the GPI01 port.
  • the driving module 130 is triggered to drive the vehicle lamp 210 to light up.
  • the first trigger signal may be an electrical signal (e.g., a high level signal). Therefore, when the communication module 120 in the electronic controller 100 provided in this embodiment fails, the control module 110 drives the vehicle lamp 210 (e.g., a brake light) to light up through the logic circuit module 160 to remind the vehicle to pay attention to driving safety.
  • the vehicle lamp 210 e.g., a brake light
  • the specific driving process of the driving module 130 is described in detail below.
  • the monitoring module 140 is used to monitor whether the control module 110 is in a fault state.
  • the monitoring module 140 can be a watchdog chip, which is essentially a timer circuit, used to obtain the working state of the control module 110 at preset intervals, and send a second trigger signal to the logic circuit module 160 when the working state of the control module 110 is a fault state.
  • the fault state of the control module 110 indicates that the control module 110 has an abnormal operation or an operation error.
  • the model of the watchdog chip can be SP706, TPL5010, etc., which is not specifically limited in this embodiment.
  • the input terminal 1600 of the logic circuit module 160 may include a second input terminal 1620 (that is, the IN3 port in FIG. 4 ), and the second input terminal 1620 is connected to the monitoring module 140.
  • the monitoring module 140 further includes a FS0B port, which is connected to the second input terminal 1620 on the logic circuit module 160.
  • the control module 110 further includes an SPI0 port, and the control module 110 is connected to the monitoring module 140 through the SPI0 port.
  • the monitoring module 140 can obtain the working state of the control module 110 through the SPI0 port or the serial port on the control module 110, and send a second trigger signal to the second input terminal 1620 on the logic circuit module 160 through the FS0B port when determining that the control module 110 fails.
  • the second input terminal 1620 on the logic circuit module 160 receives the second trigger signal, it triggers the driving module 130 to drive the vehicle lamp 210 to light up.
  • the second trigger signal may be an electrical signal (for example, a high level signal). Therefore, when the control module 110 in the electronic controller 100 provided in this embodiment fails, the monitoring module 140 will drive the vehicle through the logic circuit module 160.
  • Light 210 eg, brake light
  • control module 110 and the monitoring module 140 may further include an RST port, respectively.
  • the RST port of the control module 110 is connected to the RST port of the monitoring module 140.
  • the monitoring module 140 is also used to send a reset signal to the RST port of the control module 110 through the RST port when it is determined that the control module 110 fails.
  • the control module 110 receives the reset signal, it initializes its internal program, thereby restoring the normal operation of the control module 110.
  • the power module 150 is respectively connected to the control module 110, the communication module 120, the drive module 130 and the monitoring module 140, and is used to supply power to the above modules. Specifically, the power module 150 is also connected to the battery pack 230 in the vehicle 200, and is used to convert the electric energy in the battery pack 230 into the corresponding supply voltage of the control module 110, the communication module 120, the drive module 130 and the monitoring module 140. Specifically, in this embodiment, the power module 150 may include a voltage output unit 1500 and a voltage monitoring unit 1510.
  • the voltage input terminal 1501 of the voltage output unit 1500 is connected to the battery pack 230, and the output terminal of the voltage output unit 1500 is respectively connected to the control module 110, the communication module 120, the drive module 130 and the monitoring module 140, and is used to convert the input voltage of the voltage output unit 1500 into a specified output voltage.
  • the voltage output unit 1500 may be a voltage converter.
  • the voltage output unit 1500 may include a first output terminal (i.e., the VDD port in FIG. 3 ), a second output terminal (i.e., the VCC port in FIG. 3 ), and a third output terminal (i.e., the VTRK port in FIG. 3 ).
  • the control module 110 may also include a VDD port, which is connected to the first output terminal on the voltage output unit 1500, that is, the voltage output unit 1500 outputs a first output voltage to the VDD port of the control module 110 through the first output terminal.
  • the first output voltage may be a virtual device driver voltage (Virtual Device Driver, VDD), that is, the operating voltage of the internal device in the control module 110.
  • VDD Virtual Device Driver
  • the first output voltage is less than or equal to 3V, for example, the first output voltage is 3V, 1.8V, 1.5V, etc.
  • control module 110, the communication module 120, the driving module 130 and the monitoring module 140 may further include VCC ports, respectively, which are respectively connected to the second output terminals on the voltage output unit 1500, that is, the voltage output unit 1500 outputs the second output voltage to the VCC ports of the control module 110, the communication module 120, the driving module 130 and the monitoring module 140 through the second output terminal.
  • the second output voltage may be a circuit voltage (Voltage To Current Converter, VCC), that is, the power supply voltage of each module.
  • VCC Voltage To Current Converter
  • the second output voltage is greater than 3V, for example, the second output voltage is 12V, 5V, 3.3V, etc.
  • the communication module 120 may further include a VTRK port, which is connected to the third output terminal of the voltage output unit 1500. That is, the voltage output unit 1500 outputs the voltage through the third output terminal. The terminal outputs a third output voltage to the VTRK port of the communication module 120.
  • the third output voltage may be a tracking voltage. Specifically, the magnitude of the tracking voltage is determined by a specific implementation chip of the communication module 120, and this embodiment does not impose any specific limitation.
  • the third trigger signal includes a first trigger sub-signal
  • the voltage monitoring unit 1510 is connected between the voltage output unit 1500 and the logic circuit module 160, and is used to monitor the output voltage of the voltage output unit 1500, and send the first trigger sub-signal to the logic circuit module 160 when the output voltage of the voltage output unit 1500 is detected to be an abnormal voltage.
  • the output voltage of the voltage output unit 1500 may include at least one output voltage among the first output voltage, the second output voltage and the third output voltage.
  • the output voltage is an abnormal voltage, which indicates that the output voltage has an overvoltage, an undervoltage, a jitter, etc., or the voltage output unit 1500 fails to convert the voltage or converts the voltage incorrectly.
  • the voltage monitoring unit 1510 sends the first trigger sub-signal to the logic circuit module 160.
  • the voltage monitoring unit 1510 can be a voltage monitor, which can be implemented by multiple power electronic devices or a dedicated voltage monitoring chip.
  • the voltage monitoring unit 1510 can be integrated with the voltage output unit 1500 in the same chip to form a power management chip.
  • the input terminal 1600 of the logic circuit module 160 may include a third input terminal 1630 (i.e., the IN2 port in FIG. 4 ), and the third input terminal 1630 is connected to the voltage monitoring unit 1510.
  • the voltage monitoring unit 1510 further includes a FS0A port, and the FS0A port is connected to the third input terminal 1630 on the logic circuit module 160. That is, when the voltage monitoring unit 1510 determines that the output voltage of the voltage output unit 1500 is an abnormal voltage, the voltage monitoring unit 1510 sends a first trigger sub-signal to the third input terminal 1630 on the logic circuit module 160 through the FS0A port.
  • the third input terminal 1630 on the logic circuit module 160 When the third input terminal 1630 on the logic circuit module 160 receives the first trigger sub-signal, it triggers the driving module 130 to drive the vehicle lamp 210 to light up.
  • the first trigger sub-signal may be an electrical signal (e.g., a high level signal). Therefore, when the voltage output unit 1500 in the electronic controller 100 provided in this embodiment fails, the voltage monitoring unit 1510 will drive the vehicle light 210 (eg, brake light) to light up through the logic circuit module 160 to remind the vehicle to pay attention to driving safety.
  • the power module 150 may include a step-down unit 1520 and a voltage comparison unit 1530.
  • the step-down unit 1520 is connected between the voltage input terminal 1501 of the voltage output unit 1500 and the battery pack 230, and is used to convert the output voltage of the battery pack 230 into the input voltage of the voltage output unit 1500, thereby supplying power to the voltage output unit 1500.
  • the step-down unit 1520 may be a DC step-down circuit, which may be implemented by a plurality of power electronic devices to realize the DC step-down function, or may be a dedicated DC step-down chip.
  • the output voltage of the battery pack 230 is 12V
  • the output voltage of the step-down unit 1520 (that is, the input voltage of the voltage output unit 1500) is 5V.
  • the third trigger signal includes a second trigger sub-signal
  • the voltage comparison unit 1530 is connected between the buck unit 1520 and the logic circuit module 160, and is used to detect whether the output voltage of the buck unit 1520 is less than the specified threshold, and send the second trigger sub-signal to the logic circuit module 160 when the output voltage of the buck unit 1520 is detected to be less than the specified threshold.
  • the voltage comparison unit 1530 can be a voltage comparator, and the specified threshold is a default parameter in the voltage comparator, for example, the specified threshold is 0.7V. That is, when the output voltage of the buck unit 1520 is less than 0.7V, the voltage comparison unit 1530 sends the second trigger sub-signal to the logic circuit module 160.
  • the voltage comparison unit 1530 can realize the voltage comparison function by one or more power electronic devices, or it can be a dedicated voltage comparison chip. It should be noted here that the output voltage of the buck unit 1520 being less than the specified threshold may be caused by an open circuit or short-to-ground external pin of the buck unit 1520, or it may be caused by functional abnormalities of components inside the buck unit 1520 (for example, the voltage cannot be reduced).
  • the input terminal 1600 of the logic circuit module 160 may include a fourth input terminal 1640 (i.e., the IN1 port in FIG. 4 ), and the fourth input terminal 1640 is connected to the voltage comparison unit 1530.
  • the voltage comparison unit 1530 includes an input terminal 1531 (i.e., the CTL port in FIG. 3 ) and an output terminal 1533 (i.e., the VBAT_SW1 port in FIG. 3 ).
  • the input terminal 1531 of the voltage comparison unit 1530 is connected to the voltage output terminal 1521 of the buck unit 1520 (i.e., the VCC_5V5 port in FIG. 3 ), and the output terminal 1533 of the voltage comparison unit 1530 is connected to the fourth input terminal 1640.
  • the second trigger sub-signal is sent to the fourth input terminal 1640 on the logic circuit module 160 through the VBAT_SW1 port.
  • the trigger driving module 130 drives the headlight 210 to light up.
  • the second trigger sub-signal can be an electrical signal (for example, a high-level signal). Therefore, when the buck unit 1520 in the electronic controller 100 provided in this embodiment fails, the voltage comparison unit 1530 will drive the headlight 210 (for example, the brake light) to light up through the logic circuit module 160 to remind the vehicle to pay attention to driving safety.
  • the voltage comparison unit 1530 is directly powered by the battery pack 230 in the vehicle 200, so when the buck unit 1520 fails, the voltage comparison unit 1530 can still be in a normal working state.
  • the power module 150 may further include a protection unit 1540.
  • the protection unit 1540 is connected between the buck unit 1520 and the battery pack 230, and is used to filter the output voltage of the battery pack 230 and to perform voltage isolation.
  • the protection unit 1540 may be a diode, the positive electrode of which is connected to the battery pack 230, and the negative electrode of which is connected to the input end of the buck unit 1520 (i.e., the VSUP port in FIG. 3 ).
  • the output voltage of the buck unit 1520 being less than the specified threshold value may also be caused by a functional abnormality of the protection unit 1540 (for example, excessive voltage reduction).
  • the logic circuit module 160 can be an OR gate chip.
  • the OR gate chip can include multiple input terminals 1600, and a module output terminal 1650 (that is, the FS0M port in Figure 4). When at least one of the multiple input terminals 1600 receives an electrical signal (that is, a trigger signal), the module output terminal 1650 outputs an electrical signal.
  • the OR gate chip has four input terminals 1600 (that is, the IN1 port, the IN2 port, the IN3 port, and the IN4 port in Figure 4). Therefore, when any of the four input terminals 1600 receives a trigger signal, the module output terminal 1650 can output an electrical signal and then drive the driver module 130 connected to the logic circuit module 160 to work.
  • the logic circuit module 160 can also be a logic circuit capable of implementing "OR logic", which is not specifically limited in this embodiment.
  • the driving module 130 is connected between the module output terminal 1650 of the logic circuit module 160 and the vehicle lamp 210, and is used to drive the vehicle lamp 210 to light up when receiving the electrical signal output by the logic circuit module 160.
  • the driving module 130 is also connected to the control module 110, so when the control module 110 receives the vehicle lamp turning on instruction sent by the vehicle 200, the control module 110 can drive the vehicle lamp 210 to light up by controlling the driving module 130.
  • the driving module 130 can be implemented by a plurality of power electronic devices, or can be a dedicated driving chip.
  • the driving module 130 may include a first driving unit 1300 and a second driving unit 1320, wherein the first driving unit 1300 is connected between the module output terminal 1650 of the logic circuit module 160 and the first headlight 2100, and is used to drive the first headlight 2100 to light up.
  • the second driving unit 1320 is connected between the module output terminal 1650 of the logic circuit module 160 and the second headlight 2120, and is used to drive the second headlight 2120 to light up.
  • the first driving unit 1300 and the second driving unit 1320 may be implemented by a plurality of power electronic devices, or may be a dedicated driving chip. In the embodiment shown in FIG.
  • the first driving unit 1300 includes a SAF_DI_LBL port and an OUTPUT1 port, the SAF_DI_LBL port is connected to the module output terminal 1650 of the logic circuit module 160, and the OUTPUT1 port is connected to the first headlight 2100.
  • the first driving unit 1300 receives the electrical signal output by the logic circuit module 160 through the SAF_DI_LBL port, it sends the first driving signal to the first lamp 2100 through the OUTPUT1 port, thereby driving the first lamp 2100 to light up.
  • the second driving unit 1320 includes a SAF_DI_HBL port and an OUTPUT2 port, the SAF_DI_HBL port is connected to the module output terminal 1650 of the logic circuit module 160, and the OUTPUT2 port is connected to the second lamp 2120.
  • the second driving unit 1320 receives the electrical signal output by the logic circuit module 160 through the SAF_DI_HBL port, it sends the second driving signal to the second lamp 2120 through the OUTPUT2 port, thereby driving the second lamp 2120 to light up.
  • the logic circuit module 160 can control the other driving unit to light up at least one headlight.
  • the plurality of headlights 210 realizes redundant control of the headlights and ensures the driving safety of the vehicle.
  • the first drive unit 1300 and the second drive unit 1320 are also connected to the control module 110, respectively.
  • the first drive unit 1300 further includes a P1 port and an SPI3 port
  • the control module 110 further includes a PWM port and an SPI3 port
  • the P1 port of the first drive unit 1300 is connected to the PWM port of the control module 110
  • the SPI3 port of the first drive unit 1300 is connected to the SPI3 port of the control module 110.
  • the second drive unit 1320 further includes a P2 port and an SPI2 port
  • the control module 110 further includes an SPI2 port
  • the P2 port of the second drive unit 1320 is connected to the PWM port of the control module 110
  • the SPI2 port of the second drive unit 1320 is connected to the SPI2 port of the control module 110.
  • the control module 110 may send a control command to the P1 port of the first drive unit 1300 and the P2 port of the second drive unit 1320 through the PWM port, thereby lighting up the first headlight 2100 and the second headlight 2120 through the first drive unit 1300 and the second drive unit 1320, respectively.
  • control module 110 can obtain the working state of the first driving unit 1300 through the SPI3 port, and when the working state of the first driving unit 1300 is an abnormal state, that is, when it is determined that the first driving unit 1300 fails, a control signal is sent to the P2 port of the second driving unit 1320 through the PWM port, thereby triggering the second driving unit 1320 to drive the second headlight 2120 to light up.
  • the abnormal state of the first driving unit 1300 may include an abnormality in the link between the first driving unit 1300 and the first headlight 2100 (for example, open circuit, short ground, etc.), or an abnormality in the link between the first driving unit 1300 and the control module 110 (for example, open circuit, short voltage, short ground, etc.), or an abnormality in the function of the first driving unit 1300 (for example, the first driving unit 1300 cannot output the first driving signal, signal delay occurs, signal stagnation occurs, etc.).
  • the control module 110 can obtain the first output current of the first drive unit 1300 through the SPI3 port.
  • the first output current is the current output by the first drive unit 1300 to the first headlight 2100, and then judge whether the first drive unit 1300 is abnormal through the first output current. Specifically, when the first output current is within the first specified interval, it is determined that the working state of the first drive unit 1300 is normal; otherwise, it is determined that the working state of the first drive unit 1300 is abnormal. Therefore, the control module 110 in this embodiment can drive the second headlight 2120 to light up in time when the first drive unit 1300 fails, thereby ensuring the driving safety of the vehicle.
  • control module 110 can also obtain the working state of the second driving unit 1320 through the SPI2 port, and when the working state of the second driving unit 1320 is abnormal, that is, when it is determined that the second driving unit 1320 fails, the control module 110 sends a signal to the P1 of the first driving unit 1300 through the PWM port.
  • the control module 110 sends a control signal to the SPI2 port, thereby triggering the first driving unit 1300 to drive the first headlight 2100 to light up.
  • the abnormal state of the second driving unit 1320 may include an abnormality in the link between the second driving unit 1320 and the second headlight 2120 (for example, open circuit, short ground, etc.), or an abnormality in the link between the second driving unit 1320 and the control module 110 (for example, open circuit, short voltage, short ground, etc.), or an abnormality in the function of the second driving unit 1320 (for example, the second driving unit 1320 cannot output the second driving signal, signal delay occurs, signal stuck phenomenon, etc.).
  • an abnormality in the link between the second driving unit 1320 and the second headlight 2120 for example, open circuit, short ground, etc.
  • an abnormality in the link between the second driving unit 1320 and the control module 110 for example, open circuit, short voltage, short ground, etc.
  • an abnormality in the function of the second driving unit 1320 for example, the second driving unit 1320 cannot output the second driving signal, signal delay occurs, signal stuck phenomenon, etc.
  • the control module 110 can obtain the second output current of the second driving unit 1320 through the SPI2 port, and the second output current is the current output by the second driving unit 1320 to the second headlight 2120, and then judge whether the second driving unit 1320 is abnormal by the second output current. Specifically, when the second output current is within the second specified interval, it is determined that the working state of the second driving unit 1320 is a normal state; otherwise, it is determined that the working state of the second driving unit 1320 is an abnormal state. Therefore, the control module 110 in this embodiment can promptly drive the first headlight 2100 to light up when the second driving unit 1320 fails, thereby ensuring the driving safety of the vehicle.
  • the first driving unit 1300 and the second driving unit 1320 may further include a VCC port, which is connected to the VCC port on the voltage output unit 1500 to respectively supply power to the first driving unit 1300 and the second driving unit 1320 .
  • the first drive unit 1300 may further include a VBAT_A port, and the first drive unit 1300 is connected to the first battery pack 2300 through the VBAT_A port, that is, the first battery pack 2300 provides redundant power supply to the first drive unit 1300. Therefore, in the case of a failure of the power module 150 in the electronic controller 100, the first drive unit 1300 can still be powered by the first battery pack 2300, so that it is in a normal working state.
  • the power module 150 also includes a first protection unit 1550, which is connected between the first battery pack 2300 and the first drive unit 1300, and is used to filter the output voltage of the first battery pack 2300 and play a role in voltage isolation.
  • the first protection unit 1550 can be a diode, the positive electrode of which is connected to the first battery pack 2300, and the negative electrode is connected to the VBAT_A port of the first drive unit 1300.
  • the second drive unit 1320 may further include a VBAT_B port, and the second drive unit 1320 is connected to the second battery pack 2320 via the VBAT_B port, that is, the second battery pack 2320 provides redundant power supply to the second drive unit 1320. Therefore, in the event that the power module 150 in the electronic controller 100 fails, the second drive unit 1320 can still be powered by the second battery pack 2320, so that it is in a normal working state.
  • the power module 150 also includes a second protection unit 1560, which is connected between the second battery pack 2320 and the second drive unit 1320, and is used to filter the output voltage of the second battery pack 2320 and to act as a voltage isolation unit.
  • the second protection unit 1560 may be a diode, the anode of the diode is connected to the second battery pack 2320 , and the cathode of the diode is connected to the VBAT_B port of the second driving unit 1320 .
  • the embodiment of the present application provides an electronic controller 100.
  • the logic circuit module 160 can drive the vehicle lights 210 to light up. This improves the fault detection mechanism of each module in the electronic controller 100, so that when any module in the electronic controller 100 fails, the vehicle can be reminded to pay attention to driving safety by lighting up the vehicle lights 210.
  • the present application also provides a vehicle light control method, which is applied to an electronic controller in a vehicle, the electronic controller comprising a control module, a communication module, a drive module, a monitoring module, a power module and a logic circuit module. Specifically, the method comprises steps S510 to S540.
  • Step S510 When a communication module fails, the control module sends a first trigger signal to the logic circuit module.
  • Step S520 When a fault occurs in the control module, the monitoring module sends a second trigger signal to the logic circuit module.
  • Step S530 When the power module fails, the power module sends a third trigger signal to the logic circuit module.
  • the third trigger signal includes the first trigger sub-signal
  • the power module includes a voltage output unit and a voltage monitoring unit.
  • Step S530 may include step S5310 and step S5330.
  • Step S5310 the voltage monitoring unit obtains the output voltage of the voltage output unit.
  • Step S5330 When the output voltage of the voltage output unit is an abnormal voltage, the voltage monitoring unit sends a first trigger sub-signal to the logic circuit module.
  • the third trigger signal includes the second trigger sub-signal
  • the power module includes a voltage reduction unit and a voltage comparison unit.
  • Step S530 may include step S5350 and step S5370.
  • Step S5350 the voltage comparison unit obtains the output voltage of the step-down unit.
  • Step S5370 When the output voltage of the step-down unit is less than a specified threshold, the voltage comparison unit sends a second trigger sub-signal to the logic circuit module.
  • steps S510 to S530 may all occur, or only one of them or any two of them may all occur. In the case where steps S510 to S530 all occur, steps S510 to S530 may all occur simultaneously, or may all occur in sequence. That is, step S510 may It may occur earlier than step S520 and step S530, or later than step S520 and step S530. Similarly, step S520 may occur earlier than step S510 and step S530, or later than step S510 and step S530; step S530 may occur earlier than step S510 and step S520, or later than step S510 and step S520.
  • step S5330 and step S5370 may both occur, or only one of them may occur. In the case where both step S5330 and step S5370 occur, step S5330 and step S5370 may occur simultaneously, and step S5330 may occur earlier than step S5370, or may occur later than step S5370.
  • the implementation method of the control module sending the first trigger signal, the implementation method of the monitoring module sending the second trigger signal, and the implementation method of the power module sending the third trigger signal can refer to the relevant introduction in the above embodiments, which will not be repeated here.
  • Step S540 When the logic circuit module receives at least one of the first trigger signal, the second trigger signal and the third trigger signal, the logic circuit module triggers the driving module to drive the vehicle lights to light up.
  • the third trigger signal may include the first trigger sub-signal, and the logic circuit module further triggers the driving module to drive the vehicle lights to light up when receiving the first trigger sub-signal.
  • the third trigger signal may include a second trigger sub-signal
  • the logic circuit module further triggers the driving module to drive the vehicle lights to light up when receiving the second trigger sub-signal.
  • An embodiment of the present application provides a method for controlling vehicle lights.
  • the method is applied to an electronic controller in a vehicle.
  • the logic circuit module can drive the vehicle lights to light up. This improves the fault detection mechanism of each module in the electronic controller, so that when any module in the electronic controller fails, the vehicle can be reminded to pay attention to driving safety by lighting up the vehicle lights.
  • the embodiment of the present application also provides a headlight control system 300 and another vehicle 200 equipped with the headlight control system 300.
  • the vehicle 200 includes a vehicle body 220 and a battery pack 230.
  • the battery pack 230 and the headlight control system 300 are arranged in the vehicle body 220.
  • the battery pack 230 is electrically connected to the headlight control system 300 and provides electrical energy for some structures in the headlight control system 300 (for example, the electronic control module).
  • the battery pack 230 can also provide driving force for the new energy vehicle, and drive the travel system (for example, the axle and the wheels) to work through the transmission system.
  • the vehicle light control system 300 includes a first vehicle light module 310, N second vehicle light modules 330, N switch modules 350 and an electronic controller 100.
  • the N second light modules 330 are respectively connected in parallel to the first light module 310, and the current input terminals of the N second light modules 330 are connected to the current input terminal of the first light module 310 to form a common terminal 390, and N is a natural number greater than 0.
  • the value of N can be set according to the design requirements of the vehicle. Specifically, the value of N can be 1, 2, 3, etc. In the embodiment of the present application, only the value of N is 2 as an example for explanation.
  • the i-th switch module 350 among the N switch modules 350 is connected to the branch where the i-th second light module 330 among the N second light modules 330 is located, and i is a natural number less than or equal to N. Specifically, one end of the i-th second light module 330 is connected to the i-th switch module 350, and the other end is connected to the electronic controller 100.
  • the electronic controller 100 also includes an output terminal 170, which is connected to N switch modules 350 and directly connected to the common terminal 390.
  • the electronic controller 100 is configured to: output a drive signal, the drive signal is used to input the first light module 310 via the common terminal 390 to control the first light module 310 to operate in the first lighting mode, and the drive signal is also used to input the N switch modules 350 to drive the N switch modules 350 to control at least one of the N second light modules 330 to operate in the second lighting mode.
  • the electronic controller 100 is an electronic controller (Electronic Control Unit, ECU) in the vehicle 200
  • the first vehicle light module 310, N second vehicle light modules 330 and N switch modules 350 are hardware modules of the vehicle light
  • the electronic control module is connected to each hardware module of the vehicle light through an on-board hard line, and the on-board hard line is used to power or light up each of the above hardware modules.
  • ECU Electronic Control Unit
  • the on-board hard line is connected between the output terminal 170 and the common terminal 390 of the electronic controller 100, that is, the output terminal 170 is directly connected to the common terminal 390 through the on-board hard line, so that when the electronic controller 100 outputs a driving signal, the levels of the common terminal 390 and the output terminal 170 are almost the same.
  • the electronic controller 100 can provide a power supply signal to the first vehicle light module 310 and the N second vehicle light modules 330, so as to realize power supply to the first vehicle light module 310 and the N second vehicle light modules 330. Since the branch where the first vehicle light module 310 is located is not connected to the switch module 350, the power supply signal can directly light up the first vehicle light module 310, so that the first vehicle light module 310 works in the first lighting mode, that is, the constant lighting mode.
  • the electronic controller 100 can provide a lighting control signal to the N second vehicle light modules 330, so as to realize lighting control of the N second vehicle light modules 330, so that at least one of the N second vehicle light modules 330 works in the second lighting mode, that is, the control lighting mode.
  • the working parameters of the second lighting mode are different from the working parameters of the first lighting mode.
  • the working parameters can be the brightness of the vehicle light, the lighting duration, the working power, etc.
  • the electronic controller 100 can directly realize the power supply and control of the headlight module through the vehicle-mounted hard wire, that is, the headlight control system 300 no longer needs to set up an additional headlight processor, thereby simplifying the hardware circuit of the headlight control system 300 and saving the hardware cost of the headlight control system 300.
  • the driving signal output by the electronic controller 100 includes a pulse width modulation signal (PWM signal) with a specified period, that is, a lighting control signal.
  • PWM signal is a square wave signal with a specified period, and the time interval between two adjacent high-level signals in the square wave signal is a fixed period of the PWM signal.
  • the i-th switch module 350 includes a timing unit 3510 and a switch unit 3530. Among them, the switch unit 3530 in the i-th switch module 350 is connected to the branch where the i-th second headlight module 330 is located, and is used to disconnect or conduct the branch where the i-th second headlight module 330 is located.
  • the timing unit 3510 is connected between the output terminal 170 of the electronic controller 100 and the switch unit 3530 in the i-th switch module 350, and is used to output a specified level signal to the switch unit 3530 in the i-th switch module 350 when the specified period is greater than the period threshold.
  • the specified level signal is used to turn on the branch where the i-th second car light module 330 is located. At this time, the second car light module 330 operates in the second lighting mode.
  • the driving signal output by the electronic controller 100 includes a power supply signal when including a PWM signal, that is, the driving signal can be regarded as a superposition signal of the PWM signal and the power supply signal, wherein the power supply signal is used to power the first headlight module 310 and the N second headlight modules 330.
  • the power supply signal can be a high-level signal, the amplitude of which is greater than 3V, for example, the amplitude of the high-level signal is 3.5V.
  • the vehicle light control system 300 includes a plurality of second vehicle light modules 330.
  • a plurality of switch units 3530 are connected to the branch where the plurality of second vehicle light modules 330 are located one by one, and the period thresholds in the timing units 3510 corresponding to the plurality of switch units 3530 may be the same or different.
  • the electronic controller 100 may adjust the designated period corresponding to the PWM signal, so that the timing unit 3510 outputs a designated level signal when the designated period of the PWM signal is greater than its own period threshold, and then controls the corresponding switch module 350 to conduct the branch where the second vehicle light module 330 is located, so that the second vehicle light module 330 is lit.
  • the timing unit 3510 cannot output the designated level signal, so that the switch module 350 is in the disconnected state, and the corresponding second vehicle light module 330 is extinguished. In the above manner, the lighting control of multiple second vehicle light modules 330 can be achieved through one PWM signal.
  • the N second light modules 330 include a first light submodule 3310 and a second light submodule 3330, and the first light submodule 3310 and the second light submodule 3330 are respectively connected in parallel to the first light module 310.
  • the first light submodule 3310, the first light submodule 3310 and The second headlight sub-module 3330 may correspond to different headlights in the vehicle 200 (e.g., brake lights, reversing lights, stop lights, turn lights, etc.), or may correspond to the same headlight in the vehicle 200.
  • the first headlight sub-module 3310, the first headlight sub-module 3310 and the second headlight sub-module 3330 together constitute the same brake light in the vehicle 200 (e.g., left brake light, right brake light).
  • the first light module 310 includes a plurality of first lamp beads 311, and the plurality of first lamp beads 311 are connected in series or in parallel to form the first light module 310.
  • the plurality of first lamp beads 311 are connected in series to form the first light module 310.
  • the current input terminal formed by the plurality of first lamp beads 311 connected in series is connected to the output terminal 170 of the electronic controller 100, and the current output terminal formed is directly grounded. Therefore, when the electronic controller 100 generates a driving signal, the driving signal can directly light up the plurality of first lamp beads 311 in the first light module 310, so that the first light module 310 operates in the first lighting mode.
  • the first vehicle light submodule 3310 includes a plurality of second lamp beads 3311, and the plurality of second lamp beads 3311 are connected in series or in parallel to form the first vehicle light submodule 3310.
  • the plurality of second lamp beads 3311 are connected in series to form the first vehicle light submodule 3310.
  • the current input terminal formed by the plurality of second lamp beads 3311 connected in series is connected to the current input terminal of the first vehicle light module 310 to form a common terminal 390, that is, the current input terminal formed by the plurality of second lamp beads 3311 connected in series is also connected to the output terminal 170 of the electronic controller 100.
  • the current output terminal formed by the plurality of second lamp beads 3311 connected in series is connected to the first switch module 352 and then grounded.
  • the second vehicle light submodule 3330 includes a plurality of third lamp beads 3331, and the plurality of third lamp beads 3331 are connected in series or in parallel to form the first vehicle light submodule 1330.
  • the plurality of third lamp beads 3331 are connected in series to form the second vehicle light submodule 3330.
  • the current input terminal formed by the plurality of third lamp beads 3331 connected in series is connected to the common terminal 390, that is, the current input terminal formed by the plurality of third lamp beads 3331 connected in series is also connected to the output terminal 170 of the electronic controller 100.
  • the current output terminal formed by the plurality of third lamp beads 3331 connected in series is connected to the second switch module 354 and then grounded.
  • a plurality of first lamp beads 311, a plurality of second lamp beads 3311, and a plurality of third lamp beads 3331 are arranged to form a lamp bead array.
  • a plurality of first lamp beads 311, a plurality of second lamp beads 3311, and a plurality of third lamp beads 3331 are arranged to form a rectangular lamp bead array.
  • the size of the rectangular lamp bead array is 20*20.
  • the black lamp beads in FIG. 10 are the first lamp beads 311, and the plurality of first lamp beads 311 are arranged in the outermost layer of the rectangular lamp bead array.
  • the second lamp beads 3311 are the second lamp beads 3311, and the plurality of second lamp beads 3311 are arranged to form a designated pattern. Specifically, in FIG. 10, the plurality of second lamp beads 3311 are arranged to form a "pedestrian" pattern.
  • the white lamp beads in FIG. 10 are the third lamp beads 3331, and the plurality of third lamp beads 3331 are other lamp beads in the rectangular lamp bead array except the first lamp beads 311 and the second lamp beads 3311.
  • the first lamp bead 311, the second lamp bead 3311 and the third lamp bead 3331 can be LED lamp beads, and the working parameters of each LED lamp bead can be the same or different.
  • the first lamp bead 311 corresponds to a yellow LED lamp bead
  • the second lamp bead 3311 corresponds to a red LED lamp bead
  • the third lamp bead 3331 corresponds to a white LED lamp bead
  • the embodiment of the present application does not specifically limit this.
  • the N switch modules 350 include a first switch module 352 and a second switch module 354.
  • the first switch module 352 is connected to the branch where the first headlight submodule 3310 is located, and the second switch module 354 is connected to the branch where the second headlight submodule 3330 is located. That is, the first switch module 352 is used to turn on or off the branch where the first headlight submodule 3310 is located, and the second switch module 354 is used to turn on or off the branch where the second headlight submodule 3330 is located.
  • the driving signal generated by the electronic controller 100 includes a pulse width modulation signal (i.e., a PWM signal) having a specified period.
  • the first switch module 352 includes a first timing unit 3521 and a first switch unit 3523.
  • the first switch unit 3523 is connected to the branch where the first headlight submodule 3310 is located.
  • the first timing unit 3521 is connected between the output terminal 170 of the electronic controller 100 and the first switch unit 3523, and is used to output a first specified level signal to the first switch unit 3523 when the specified period is greater than the first period threshold, and the first specified level signal is used to turn on the branch where the first headlight submodule 3310 is located.
  • the first timing unit 3521 may be a PWM window timing circuit, the input of which is a PWM signal generated by the electronic controller 100, and the PWM window timing circuit is used to time the specified period of the PWM signal, and when the specified period is greater than the first period threshold, the PWM window timing circuit outputs a first specified level signal, exemplarily, the first specified level signal is a low level signal, and the amplitude of the low level signal is less than 0.7V, for example, the amplitude of the low level signal is 0.3V.
  • the PWM window timing circuit when the specified period is less than or equal to the first period threshold, the PWM window timing circuit outputs a high level signal, and the amplitude of the high level signal is greater than 3V, for example, the amplitude of the high level signal is 3.5V.
  • the PWM window timing circuit may be implemented by an electronic circuit, or by a chip with a timing function, which is not specifically limited in this embodiment.
  • the first switch unit 3523 includes a first field effect transistor Q1, which is a voltage-controlled semiconductor device. Among them, the drain of the first field effect transistor Q1 is connected to the current output end of the first headlight sub-module 3310. The source of the first field effect transistor Q1 is connected to the current output end of the first headlight module 310 and is grounded. The gate of the first field effect transistor Q1 is connected to the signal output end of the first timing unit 3521.
  • the first field effect transistor Q1 is a P-channel field effect transistor, that is, when the voltage between the gate and the source of the first field effect transistor Q1 is greater than the turn-on voltage, the drain and the source are turned on, thereby turning on the first field effect transistor Q1.
  • the branch where the first light submodule 3310 is located Since the source in FIG. 9 is grounded, when the voltage of the gate is greater than the turn-on voltage, the branch where the first light submodule 3310 is located is turned on. Therefore, the electronic controller 100 controls the first timing unit 3521 to output different level signals by generating PWM signals of different specified periods, thereby controlling the branch where the first light submodule 3310 is located to be turned on or off.
  • the first timing unit 3521 when the specified period of the PWM signal is less than or equal to the first period threshold, the first timing unit 3521 outputs a high level signal, at which time the first field effect transistor Q1 is turned on, and the first light submodule 3310 is lit. Conversely, when the specified period of the PWM signal is greater than the first period threshold, the first timing unit 3521 outputs a low level signal, at which time the first field effect transistor Q1 is not turned on, and the first light submodule 3310 is not lit.
  • the first switch unit 3523 includes a third field effect transistor Q3 and a fourth field effect transistor Q4.
  • the drain of the third field effect transistor Q3 is connected to the current output end of the first headlight submodule 3310.
  • the source of the third field effect transistor Q3 is connected to the current output end of the first headlight module 310 and is grounded.
  • the gate of the third field effect transistor Q3 is connected to the drain of the fourth field effect transistor Q4.
  • the gate of the fourth field effect transistor Q4 is connected to the signal output end of the first timing unit 3521.
  • the source of the fourth field effect transistor Q4 is grounded.
  • the third field effect transistor Q3 and the fourth field effect transistor Q4 are both P-channel field effect transistors.
  • the first switch unit 3523 further includes a first resistor R1 , one end of which is connected to the current input end of the first headlight submodule 3310 , ie, the common end 390 , and the other end is connected to the gate of the third field effect transistor Q3 .
  • the working process of the third field effect transistor Q3 and the fourth field effect transistor Q4 is introduced.
  • the gate voltage of the fourth field effect transistor Q4 is greater than the turn-on voltage of the fourth field effect transistor Q4, and the fourth field effect transistor Q4 is turned on, thereby lowering the gate voltage of the third field effect transistor Q3, so that the third field effect transistor Q3 is not turned on, so that the first headlight submodule 3310 is not lit.
  • the gate voltage of the fourth field effect transistor Q4 is less than the turn-on voltage of the fourth field effect transistor Q4, and the fourth field effect transistor Q4 is not turned on. Since the gate of the third field effect transistor Q3 is connected to the electronic controller 100 through the first resistor R1, when the electronic controller 100 outputs a driving signal, the gate of the third field effect transistor Q3 is at a high level, and at this time, the third field effect transistor Q3 is turned on, so that the first headlight submodule 3310 is lit.
  • the electronic controller 100 controls the first timing unit 3521 to output different level signals by generating PWM signals of different specified periods, thereby controlling the branch where the first headlight sub-module 3310 is located to be turned on or off.
  • the second switch module 354 includes a second timing unit 3541 and a second switch unit 3543.
  • the second switch unit 3543 is connected to the branch where the second headlight submodule 3330 is located.
  • the second timing unit 3541 is connected between the electronic controller 100 and the second switch unit 3543, and is used to output a second specified level signal to the second switch unit 3543 when the specified period is greater than the second period threshold, and the second specified level signal is used to turn on the branch where the second headlight submodule 3330 is located.
  • the second timing unit 1521 may be a PWM window timing circuit, the input of which is a PWM signal generated by the electronic controller 100, and the PWM window timing circuit is used to time the specified period of the PWM signal, and when the specified period is greater than the second period threshold, the PWM window timing circuit outputs a second specified level signal, exemplarily, the second specified level signal is a low level signal, and the amplitude of the low level signal is less than 0.7V, for example, the amplitude of the low level signal is 0.3V.
  • the PWM window timing circuit when the specified period is less than or equal to the second period threshold, the PWM window timing circuit outputs a high level signal, and the amplitude of the high level signal is greater than 3V, for example, the amplitude of the high level signal is 3.5V.
  • the PWM window timing circuit may be implemented by an electronic circuit, or by a chip with a timing function, which is not specifically limited in this embodiment.
  • the second switch unit 3543 includes a second field effect transistor Q2, which is a voltage-controlled semiconductor device.
  • the drain of the second field effect transistor Q2 is connected to the current output end of the second headlight submodule 3330.
  • the source of the second field effect transistor Q2 is connected to the current output end of the first headlight module 310 and is grounded.
  • the gate of the second field effect transistor Q2 is connected to the signal output end of the second timing unit 3541.
  • the control logic of the second timing unit 3541 on the second field effect transistor Q2 can refer to the control logic of the first timing unit 3521 on the first field effect transistor Q1 in the above embodiment, and this embodiment will not be repeated.
  • the second switch unit 3543 includes a fifth field effect transistor Q5 and a sixth field effect transistor Q6.
  • the drain of the fifth field effect transistor Q5 is connected to the current output end of the second headlight submodule 3330.
  • the source of the fifth field effect transistor Q5 is connected to the current output end of the first headlight module 310 and is grounded.
  • the gate of the fifth field effect transistor Q5 is connected to the drain of the sixth field effect transistor Q6.
  • the gate of the sixth field effect transistor Q6 is connected to the signal output end of the second timing unit 3541.
  • the source of the sixth field effect transistor Q6 is grounded.
  • the second switch unit 3543 further includes a second resistor R2, one end of the second resistor R2 is connected to the current input end of the second headlight submodule 3330, and the other end is connected to the gate of the fifth field effect transistor Q5.
  • the control logic of the second timing unit 3541 on the fifth field effect transistor Q5 and the sixth field effect transistor Q6 can refer to the control logic of the first timing unit 3521 on the third field effect transistor Q3 and the fourth field effect transistor Q4 in the above embodiment, which will not be described in detail in this embodiment.
  • first switch unit 3523 and the second switch unit 3543 shown in FIG. 9 and FIG. 11 are only schematic, and the first field effect transistor Q1, the second field effect transistor Q2, the third field effect transistor Q3, the fourth field effect transistor Q4, the fifth field effect transistor Q5 and the sixth field effect transistor Q6 can be replaced by other power electronic devices with switch functions, such as bipolar junction transistors (BJT), insulated gate bipolar transistors (IGBT), etc., and this embodiment does not make specific restrictions.
  • BJT bipolar junction transistors
  • IGBT insulated gate bipolar transistors
  • the third field effect transistor Q3 and the fourth field effect transistor Q4 being replaced by bipolar transistors as an example, specifically, the third field effect transistor Q3 can be replaced by a PNP bipolar transistor Q7, and the fourth field effect transistor Q4 can be replaced by a PNP bipolar transistor Q8.
  • the collector of the bipolar transistor Q7 is connected to the current output end of the first headlight submodule 3310.
  • the emitter of the bipolar transistor Q7 is connected to the current output terminal of the first headlight module 310 and is grounded.
  • the base of the bipolar transistor Q7 is connected to the collector of the bipolar transistor Q8.
  • the base of the bipolar transistor Q8 is connected to the signal output terminal of the first timing unit 3521.
  • the emitter of the bipolar transistor Q8 is grounded.
  • the bipolar transistor Q7 and the bipolar transistor Q8 can be silicon tubes, germanium tubes, etc., and this embodiment does not make specific restrictions.
  • the electronic controller 100 is connected to the first switch module 1310, the second switch module 1330, and the common terminal 390 formed by the first light module 310, the first light submodule 3310, and the second light submodule 3330.
  • the electronic controller 100 is an electronic controller (Electronic Control Unit, ECU) in the vehicle 200.
  • ECU Electronic Control Unit
  • the electronic controller 100 is connected to the first switch module 1310, the second switch module 1330, and the common terminal 390 through an on-board hard line.
  • the electronic controller 100 is connected to the signal input end of the first timing unit 3521 in the first switch module 1310 and the signal input end of the second timing unit 3541 in the second switch module 1330.
  • the electronic controller 100 is configured to: output a driving signal, the driving signal is used to input the first headlight module 310 via the common terminal 390 to control the first headlight module 310 to work in the first lighting mode, and the driving signal is also used to input the first switch module 352 and the second switch module 354 to drive the first switch module 352 and the second switch module 354 to control at least one of the first headlight submodule 3310 and the second headlight submodule 3330 to work in the second lighting mode.
  • the second cycle threshold corresponding to the second timing unit 3541 is greater than the first cycle threshold corresponding to the first timing unit 3521. Therefore, the electronic controller 100 can output driving signals of different specified periods to light up different light modules, so that the rectangular lamp bead array formed by the first light module 310, the first light sub-module 3310 and the second light sub-module 3330 displays different lighting patterns.
  • the pattern displayed by the rectangular lamp bead array is described below in conjunction with the embodiment of FIG. 11 and FIGS. 12 to 14 .
  • the first timing unit 3521 and the second timing unit 3541 both output low-level signals.
  • the fourth field effect transistor Q4 and the sixth field effect transistor Q6 are not turned on, and the third field effect transistor Q3 and the fifth field effect transistor Q5 are turned on.
  • the first headlight module 310 enters the first lighting mode and the first headlight submodule 3310 and the second headlight submodule 3330 enter the second lighting mode, the first headlight module 310, the first headlight submodule 3310 and the second headlight submodule 3330 are all lit.
  • the first pattern of the rectangular lamp bead array formed by the first headlight module 310, the first headlight submodule 3310 and the second headlight submodule 3330 is shown in FIG. 12 (b).
  • FIG. 13 Please refer to FIG. 13 .
  • the first timing unit 3521 when the specified period of the driving signal is greater than the first period threshold and the specified period is less than or equal to the second period threshold, the first timing unit 3521 outputs a low level signal and the second timing unit 3541 outputs a high level signal.
  • the fourth field effect transistor Q4 and the fifth field effect transistor Q5 are not turned on, and the third field effect transistor Q3 and the sixth field effect transistor Q6 are turned on.
  • the first headlight module 310 enters the first lighting mode, and when the first headlight submodule 3310 and the second headlight submodule 3330 enter the second lighting mode, the first headlight module 310 and the first headlight submodule 3310 are lit, and the second headlight submodule 3330 is not lit.
  • the second pattern of the rectangular lamp bead array formed by the first headlight module 310, the first headlight submodule 3310 and the second headlight submodule 3330 is shown in FIG. 13 (b).
  • FIG. 14 (a) when the specified period of the driving signal is less than or equal to the first period threshold and the specified period is less than or equal to the second period threshold, at this time, the first timing unit 3521 and the second timing unit 3541 both output high-level signals.
  • the fourth field effect transistor Q4 and the sixth field effect transistor Q6 are turned on, and the third field effect transistor Q3 and the fifth field effect transistor Q5 are not turned on.
  • the first headlight module 310 enters the first lighting mode and the first headlight submodule 3310 and the second headlight submodule 3330 enter the second lighting mode
  • the first headlight module 310 is lit, and the first headlight submodule 3310 and the second headlight submodule 3330 are not lit.
  • the third pattern of the rectangular lamp bead array formed by the first headlight module 310, the first headlight submodule 3310 and the second headlight submodule 3330 is shown in FIG. 14 (b).
  • the electronic controller 100 can adjust the size of the specified period to make the vehicle light control system 300 enter different lighting modes. For example, the electronic controller 100 can adjust the specified period to make the pattern of the rectangular lamp bead array formed by the first vehicle light module 310, the first vehicle light submodule 3310 and the second vehicle light submodule 3330 continuously switch between the second pattern and the third pattern, so that the first vehicle light submodule 3310 is in a flashing state, thereby enriching the display effect of the vehicle light in the vehicle light control system 300.
  • the vehicle light control system 300 further includes a signal sampling module 380, the signal input end of the signal sampling module 380 is connected to the common end 390, that is, connected to the electronic controller 100, for sampling the driving signal output by the electronic controller 100.
  • the signal output end of the signal sampling module 380 is connected to the signal input end of the first timing unit 3521 and the signal input end of the second timing unit 3541, respectively.
  • the signal sampling module 380 can receive the control instruction sent by the electronic controller 100, and in the case of receiving the control instruction, the driving signal generated by the electronic controller 100 is sampled, and the sampled signal is sent to the first timing unit 3521 and the second timing unit 3541 respectively, so that the first timing unit 3521 and the second timing unit 3541 enter the timing state. Therefore, the signal sampling module 380 can be used to control the first timing unit 3521 and the second timing unit 3541.
  • the signal sampling module 380 may be implemented by an electronic circuit or a chip with a signal sampling function, which is not specifically limited in this embodiment.
  • the terms “installed”, “connected”, “connected”, “fixed” and the like should be understood in a broad sense.
  • it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, it can be internal communication between two elements, or it can be only surface contact.
  • installed can be a fixed connection, a detachable connection, or an integral connection
  • it can be a mechanical connection or an electrical connection
  • it can be a direct connection, or it can be indirectly connected through an intermediate medium, it can be internal communication between two elements, or it can be only surface contact.
  • first and second are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality” is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

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Abstract

一种电子控制器（100）、车灯控制方法、系统及车辆（200）。电子控制器（100）包括控制模块（110）、通信模块（120）、驱动模块（130）、监控模块（140）、电源模块（150）及逻辑电路模块（160）。控制模块（110）用于在通信模块（120）发生故障的情况下，向逻辑电路模块（160）发送第一触发信号；监控模块（140）用于在控制模块（110）发生故障的情况下，向逻辑电路模块（160）发送第二触发信号；电源模块（150）用于在自身发生故障的情况下，向逻辑电路模块（160）发送第三触发信号；逻辑电路模块（160）用于在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块（130）驱动车灯（210）点亮。完善了电子控制器（100）中的各个模块的故障检测机制，使得电子控制器（100）中的任一模块出现故障时，都能够通过点亮车灯（210）以提醒车辆注意行车安全。

Description

电子控制器、车灯控制方法、系统及车辆
本申请要求于2022年11月10日提交中国专利局、申请号为202211407355.3、申请名称为“车灯控制系统及车辆”的中国专利申请，于2022年11月10日提交中国专利局、申请号为202222994813.X、申请名称为“电子控制器以及车辆”的中国专利申请，以及于2022年11月10日提交中国专利局、申请号为202211406360.2、申请名称为“电子控制器、车辆及车灯控制方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆控制技术领域，更具体地，涉及一种电子控制器、车灯控制方法、系统及车辆。
背景技术
汽车刹车灯用于给车辆中的驾驶员进行示警，以降低车辆追尾事故发生的概率。具体地，每辆汽车的尾部一般安装有三个刹车灯，分别为左刹车灯、右刹车灯、高位刹车灯。
在现有技术中，汽车刹车灯可以由电子控制器(Electronic Control Unit,ECU)进行控制。ECU连接在车辆的刹车和刹车灯之间，用于在接收到驾驶员踩下刹车所产生的刹车信号的情况下，产生相应的刹车灯控制指令控制刹车灯点亮。但是，在ECU内部的模块发生故障时，可能导致无法正常点亮刹车灯，增加了车辆追尾事故发生的概率。
发明内容
本申请实施例提供一种电子控制器、车灯控制方法、系统及车辆。
第一方面，本申请一些实施例提供一种电子控制器，应用于车辆，该车辆包括车灯。电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块。其中，控制模块用于在通信模块发生故障的情况下，向逻辑电路模块发送第一触发信号；监控模块用于在控制模块发生故障的情况下，向逻辑电路模块发送第二触发信号；电源模块用于在自身发生故障的情况下，向逻辑电路模块发送第三触发信号；逻辑电路模块用于在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块驱动车灯点亮。
第二方面，本申请一些实施例还提供一种车灯控制方法，应用于车辆中的电子控制器，其中，电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块。该方法包括：控制模块在通信模块发生故障的情况下，向逻辑电路模块发送第一触发信号；监控模块在控制模块发生故障的情况下，向逻辑电路模块发送第二触发信号；电源模块在自身发生故障的情况下，向逻辑电路模块发送第三触发信号；逻辑电路模块用于在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块驱动车灯点亮。
第三方面，本申请一些实施例提供一种车灯控制系统，该车灯控制系统包括：第一车灯模块、N个第二车灯模块、N个开关模块以及上述的电子控制器。其中，N个第二车灯模块分别并联于第一车灯模块，N个第二车灯模块的电流输入端连接于第一车灯模块的电流输入端以形成公共端，N为大于0的自然数。N个开关模块中的第i个开关模块接入N个第二车灯模块中的第i个第二车灯模块所在的支路，i为小于或等于N的自然数。电子控制器包括输出端，输出端连接于N个开关模块，且直接连接于公共端，电子控制器被配置为：输出驱动信号，驱动信号用于经由公共端输入第一车灯模块以控制第一车灯模块工作于第一点亮模式，驱动信号还用于输入N个开关模块，以驱动N个开关模块控制N个第二车灯模块中的至少一个工作于第二点亮模式，第二点亮模式的工作参数与第一点亮模式的工作参数不同。
第四方面，本申请一些实施例还提供一种车辆，该车辆包括车灯以及上述的电子控制器。
第五方面，本申请实施例还提供一种车辆，该车辆包括：车体以及上述的车灯控制系统。其中，车灯控制系统设置在车体内。
本申请提供了一种电子控制器、车灯控制方法、系统及车辆。其中，电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块。具体地，控制模块用于在通信模块发生故障的情况下，向逻辑电路模块发送第一触发信号。监控模块用于在控制模块发生故障的情况下，向逻辑电路模块发送第二触发信号。电源模块用于在自身发生故障的情况下，向逻辑电路模块发送第三触发信号。逻辑电路模块用于在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块驱动车灯点亮。因此，本申请提供的电子控制器中的通信模块、控制模块和电源模块在分别发生故障的情况下，均能通过逻辑电路模块驱动车灯点亮，完善了电子控制器中 的各个模块的故障检测机制，使得电子控制器中的任一模块出现故障时，都能够通过点亮车灯以提醒车辆注意行车安全。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的一种车辆的结构示意图。
图2是图1所示车辆中电子控制器的一种模块框图。
图3是图1所示车辆中电子控制器的另一种模块框图。
图4是本申请实施例提供的一种逻辑电路模块的示意图。
图5是本申请实施例提供的车灯控制方法的流程示意图。
图6示出了本申请实施例提供的另一种车辆的结构示意图。
图7示出了本申请实施例提供的一种车灯控制系统的结构示意图。
图8示出了本申请实施例提供的另一种车灯控制系统的结构示意图。
图9示出了本申请实施例提供的又一种车灯控制系统的结构示意图。
图10示出了本申请实施例提供的一种灯珠阵列的结构示意图。
图11示出了本申请实施例提供的再一种车灯控制系统的结构示意图。
图12示出了本申请实施例提供的一种矩形灯珠阵列的第一图案的示意图。
图13示出了本申请实施例提供的一种矩形灯珠阵列的第二图案的示意图。
图14示出了本申请实施例提供的一种矩形灯珠阵列的第三图案的示意图。
具体实施方式
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域技术人员在没有做出创造性劳动前提下所获得的所有其他 实施例，都属于本申请保护的范围。
实施例一
请参阅图1，本申请实施方式提供一种电子控制器100以及配置有该电子控制器100的车辆200。其中，车辆200是指以动力装置驱动或者牵引，供人员乘用或者用于运送物品的交通工具，其包括但不限于小轿车、中巴车、大巴车等等。在本实施例中，车辆200包括车灯210、电池包230、车辆总线250以及上述的电子控制器100，其中，电子控制器100分别连接于车灯210、电池包230以及车辆总线250。具体地，车灯210可以是车辆200的刹车灯(例如，左刹车灯、右刹车灯、高位刹车灯等等)。在一些可能的实施例中，车灯210可以包括第一车灯2100和第二车灯2120，第一车灯2100和第二车灯2120分别通过车辆硬线连接于电子控制器100。具体地，第一车灯2100可以是车辆200的左刹车灯，第二车灯2120可以是车辆200的右刹车灯。
电池包230用于为电子控制器100供电，具体地，电池包230可以是镍镉电池包、镍氢电池包和锂离子电池包等等。在一些可能的实施例中，电池包230可以包括第一电池包2300和第二电池包2320，第一电池包2300和第二电池包2320分别可以通过输电线缆连接于电子控制器100，以实现对电子控制器100进行冗余供电，以保证在其中一个电池包出现故障的情况下，电子控制器100能通过另一个电池包进行供电，保证电子控制器100能够正常工作。
车辆总线250用于为电子控制器100传输数据，一方面，车辆总线250连接于车辆200中的多个传感器，用于向电子控制器100向电子控制器100发送传感器获取到的行驶数据(例如，车速、轮胎转速等等)。另一方面，车辆总线250连接于车辆200中的多个执行器(例如，刹车、档位等等)，用于向执行器发送电子控制器100生成的控制指令，进而控制执行器进行工作。具体地，车辆总线250可以是控制器局域网络总线(Controller Area Network,CAN总线)。
请参阅图2，电子控制器100包括控制模块110、通信模块120、驱动模块130、监控模块140、电源模块150以及逻辑电路模块160。其中，通信模块120连接于控制模块110。驱动模块130连接在控制模块110和车灯210之间。监控模块140连接于控制模块110。电源模块150分别连接于控制模块110、通信模块120、驱动模块130和监控模块140。逻辑电路模块160的输入端1600分别连接于控制模块110、监控模块140和电源模块150，逻辑电路模块160的模块 输出端1650连接于驱动模块130。具体地，控制模块110用于在通信模块120发生故障的情况下，向逻辑电路模块160发送第一触发信号。监控模块140用于在控制模块110发生故障的情况下，向逻辑电路模块160发送第二触发信号。电源模块150用于在自身发生故障的情况下，向逻辑电路模块160发送第三触发信号。第一触发信号、第二触发信号和第三触发信号的具体产生和发送过程在下文中进行详细阐述。逻辑电路模块160用于在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块130驱动车灯210点亮。
因此，本申请提供的电子控制器100中的通信模块120、控制模块110和电源模块150在分别发生故障的情况下，均能通过逻辑电路模块160驱动车灯210点亮，完善了电子控制器100中的各个模块的故障检测机制，使得电子控制器100中的任一模块出现故障时，都能够通过点亮车灯210以提醒车辆注意行车安全。
下面对本实施例中电子控制器100包括的各个模块进行介绍。
请参阅图3和图4，控制模块110为电子控制器100的控制中心，用于对车辆200在工作时产生的信号数据进行处理和解析，并生成对应的控制指令控制车辆200中执行器进行工作。具体地，控制模块110可以是微控制单元(Microcontroller Unit,MCU)。在本实施例中，控制模块110连接于通信模块120，通信模块120连接于车辆200的车辆总线250，也即，控制模块110通过通信模块120获取车辆总线250传输的信号数据。具体地，控制模块110包括RX/TX端口，控制模块110通过RX/TX端口连接于通信模块120，通信模块120包括CANFD1端口，通信模块120通过CANFD1端口连接于车辆总线250。
通信模块120用于车辆总线250和控制模块110之间的信号转换，以车辆总线250为CAN总线为例，通信模块120能够将CAN总线中的差分信号转换成TTL信号向控制模块110发送，也可以将控制模块110输出的TTL信号转换成差分信号向CAN总线发送。具体地，通信模块120可以是CAN收发器。
在本实施例中，控制模块110可以用于在通信模块120发生故障的情况下，向逻辑电路模块160发送第一触发信号。具体地，控制模块110中设有E2E诊断单元，该E2E诊断单元能够获取通信模块120的工作状态，并在通信模块120的工作状态为故障状态的情况下，向逻辑电路模块160发送第一触发信号。其 中，通信模块120的故障状态可以包括通信链路异常和功能异常。通信链路异常可以包括CANFD1端口或RX/TX端口出现开路、短电压、短地等故障。功能异常可以包括通信模块120出现无法接收信号、错误接收信号、延迟接收信号、卡滞接收信号等故障。
具体地，逻辑电路模块160的输入端1600可以包括第一输入端1610(也即，图4中的IN4端口)，第一输入端1610连接于控制模块110。在图3所示的实施例中，控制模块110还包括GPI01端口，该GPI01端口连接于逻辑电路模块160上的第一输入端1610。在控制模块110中的E2E诊断单元确定通信模块120发生故障时，通过GPI01端口向逻辑电路模块160上的第一输入端1610发送第一触发信号。逻辑电路模块160上的第一输入端1610在接收到该第一触发信号的情况下，触发驱动模块130驱动车灯210点亮，具体地，第一触发信号可以是电信号(例如，高电平信号)。因此，本实施例提供的电子控制器100中的通信模块120在出现故障的情况下，控制模块110会通过逻辑电路模块160驱动车灯210(例如，刹车灯)点亮，以提醒车辆注意行车安全。具体地，驱动模块130的具体驱动过程在下文中进行详细阐述。
监控模块140用于监控控制模块110是否处于故障状态。具体地，监控模块140可以是看门狗芯片，看门狗芯片的本质上为定时器电路，用于每隔预设时间获取控制模块110的工作状态，并在控制模块110的工作状态为故障状态的情况下，向逻辑电路模块160发送第二触发信号。其中，控制模块110的故障状态表征控制模块110出现运行异常或者运行错误。具体地，看门狗芯片的型号可以是SP706、TPL5010等等，本实施例不作具体限定。
具体地，逻辑电路模块160的输入端1600可以包括第二输入端1620(也即，图4中的IN3端口)，第二输入端1620连接于监控模块140。在图3所示的实施例中，监控模块140还包括FS0B端口，该FS0B端口连接于逻辑电路模块160上的第二输入端1620。控制模块110还包括SPI0端口，控制模块110通过SPI0端口连接于监控模块140。也即，监控模块140可以通过控制模块110上的SPI0端口或者串口获取控制模块110的工作状态，并在确定控制模块110发生故障的情况下，通过FS0B端口向逻辑电路模块160上的第二输入端1620发送第二触发信号。逻辑电路模块160上的第二输入端1620在接收到该第二触发信号的情况下，触发驱动模块130驱动车灯210点亮，具体地，第二触发信号可以是电信号(例如，高电平信号)。因此，本实施例提供的电子控制器100中的控制模块110在出现故障的情况下，监控模块140会通过逻辑电路模块160驱动车 灯210(例如，刹车灯)点亮，以提醒车辆注意行车安全。
在本实施例中，控制模块110和监控模块140还可以分别包括RST端口。具体地，控制模块110的RST端口连接于监控模块140的RST端口，监控模块140还用于在确定控制模块110发生故障的情况下，通过RST端口向控制模块110的RST端口发送复位信号，控制模块110在接收到该复位信号的情况下，对其内部的程序进行初始化，进而恢复控制模块110的正常运行。
电源模块150分别连接于控制模块110、通信模块120、驱动模块130和监控模块140，用于为上述模块供电。具体地，电源模块150还连接于车辆200中的电池包230，用于将电池包230中的电能转换成控制模块110、通信模块120、驱动模块130和监控模块140所相应的供电电压。具体地，在本实施例中，电源模块150可以包括电压输出单元1500和电压监控单元1510。其中，电压输出单元1500的电压输入端1501连接于电池包230，电压输出单元1500的输出端分别连接于控制模块110、通信模块120、驱动模块130和监控模块140，用于将电压输出单元1500的输入电压转换成指定的输出电压。具体地，电压输出单元1500可以是电压转换器。
在本实施例中，电压输出单元1500可以包括第一输出端(也即，图3中的VDD端口)、第二输出端(也即，图3中的VCC端口)和第三输出端(也即，图3中的VTRK端口)。控制模块110还可以包括VDD端口，该VDD端口连接于电压输出单元1500上的第一输出端，也即，电压输出单元1500通过第一输出端向控制模块110的VDD端口输出第一输出电压。第一输出电压可以是虚拟设备驱动电压(Virtual Device Driver,VDD)，也即控制模块110中内部器件的工作电压。具体地，第一输出电压小于或等于3V，例如，第一输出电压为3V、1.8V、1.5V等等。
在本实施例中，控制模块110、通信模块120、驱动模块130和监控模块140还可以分别包括VCC端口，该VCC端口分别连接于电压输出单元1500上的第二输出端，也即，电压输出单元1500通过第二输出端向控制模块110、通信模块120、驱动模块130和监控模块140的VCC端口输出第二输出电压。第二输出电压可以是电路电压(Voltage To Current Converter,VCC)，也即各个模块的供电电压。具体地，第二输出电压大于3V，例如，第二输出电压为12V、5V、3.3V等等。
在本实施例中，通信模块120还可以包括VTRK端口，该VTRK端口连接于电压输出单元1500上的第三输出端，也即，电压输出单元1500通过第三输出 端向通信模块120的VTRK端口输出第三输出电压。第三输出电压可以是跟踪电压。具体地，跟踪电压的大小由通信模块120的具体实现芯片决定，本实施例不作具体限制。
在本实施例中，第三触发信号包括第一触发子信号，电压监控单元1510连接于电压输出单元1500和逻辑电路模块160之间，用于对电压输出单元1500的输出电压进行监控，并在检测出电压输出单元1500的输出电压为异常电压的情况下，向逻辑电路模块160发送第一触发子信号。具体地，电压输出单元1500的输出电压可以包括上述第一输出电压、第二输出电压和第三输出电压中的至少一路输出电压。输出电压为异常电压表征输出电压的出现过压、欠压、抖动等现象，或者电压输出单元1500发生无法转换电压或者错误转换电压的故障。此时，电压监控单元1510向逻辑电路模块160发送第一触发子信号。具体地，电压监控单元1510可以是电压监控器，电压监控器可以由多个电力电子器件实现，也可以是专用的电压监控芯片。在一些可能的实施例中，电压监控单元1510可以和电压输出单元1500集成在同一个芯片中，形成电源管理芯片。
具体地，逻辑电路模块160的输入端1600可以包括第三输入端1630(也即，图4中的IN2端口)，第三输入端1630连接于电压监控单元1510。在图3所示的实施例中，电压监控单元1510还包括FS0A端口，该FS0A端口连接于逻辑电路模块160上的第三输入端1630。也即，电压监控单元1510在确定电压输出单元1500的输出电压为异常电压的情况下，通过FS0A端口向逻辑电路模块160上的第三输入端1630发送第一触发子信号。逻辑电路模块160上的第三输入端1630在接收到该第一触发子信号的情况下，触发驱动模块130驱动车灯210点亮，具体地，第一触发子信号可以是电信号(例如，高电平信号)。因此，本实施例提供的电子控制器100中的电压输出单元1500在出现故障的情况下，电压监控单元1510会通过逻辑电路模块160驱动车灯210(例如，刹车灯)点亮，以提醒车辆注意行车安全。
在本实施例中，电源模块150可以包括降压单元1520和电压比较单元1530。降压单元1520连接在电压输出单元1500的电压输入端1501和电池包230之间，用于将电池包230的输出电压转换成电压输出单元1500的输入电压，进而为电压输出单元1500供电。具体地，降压单元1520可以是直流减压电路，该直流减压电路可以由多个电力电子器件实现直流降压功能，也可以是专用的直流降压芯片。在本实施例中，电池包230的输出电压为12V，降压单元1520的输出电压(也即，电压输出单元1500的输入电压)为5V。
在本实施例中，第三触发信号包括第二触发子信号，电压比较单元1530连接在降压单元1520和逻辑电路模块160之间，用于检测降压单元1520的输出电压是否小于指定阈值，并在检测出降压单元1520的输出电压小于指定阈值的情况下，向逻辑电路模块160发送第二触发子信号。具体地，电压比较单元1530可以是电压比较器，指定阈值为电压比较器中的默认参数，例如，指定阈值为0.7V。也即，在降压单元1520的输出电压小于0.7V的情况下，电压比较单元1530则向逻辑电路模块160发送第二触发子信号。其中，电压比较单元1530可以由一个或多个电力电子器件实现电压比较功能，也可以是专用的电压比较芯片。这里需要说明的是，降压单元1520的输出电压小于指定阈值可能是降压单元1520的外部引脚出现开路或者短地导致的，也有可能是降压单元1520内部的元器件出现功能异常(例如，无法实现降压)导致的。
具体地，逻辑电路模块160的输入端1600可以包括第四输入端1640(也即，图4中的IN1端口)，第四输入端1640连接于电压比较单元1530。在图3所示的实施例中，电压比较单元1530包括输入端1531(也即，图3中的CTL端口)和输出端1533(也即，图3中的VBAT_SW1端口)。其中，电压比较单元1530的输入端1531连接于降压单元1520的电压输出端1521(也即，图3中的VCC_5V5端口)，电压比较单元1530的输出端1533连接于第四输入端1640。因此，电压比较单元1530在确定降压单元1520的输出电压小于指定阈值的情况下，通过VBAT_SW1端口向逻辑电路模块160上的第四输入端1640发送第二触发子信号。逻辑电路模块160上的第四输入端1640在接收到该第二触发子信号的情况下，触发驱动模块130驱动车灯210点亮，具体地，第二触发子信号可以是电信号(例如，高电平信号)。因此，本实施例提供的电子控制器100中的降压单元1520在出现故障的情况下，电压比较单元1530会通过逻辑电路模块160驱动车灯210(例如，刹车灯)点亮，以提醒车辆注意行车安全。这里需要说明的是，电压比较单元1530是通过车辆200中的电池包230直接供电的，因此当降压单元1520发生故障时，电压比较单元1530依旧可以处于正常工作的状态。
在一些可能的实施例中，电源模块150还可以包括保护单元1540。保护单元1540连接在降压单元1520和电池包230之间，用于对电池包230的输出电压进行滤波，以及起到电压隔离的作用。具体地，保护单元1540可以是二极管，该二极管的正极连接于电池包230，负极连接于降压单元1520的输入端(也即，图3中的VSUP端口)。这里需要说明的是，在电源模块150包括保护单元1540的情况下，降压单元1520的输出电压小于指定阈值也有可能是保护单元1540出现功能异常(例如，降压过大)导致的。
在本实施例中，逻辑电路模块160可以为或门芯片。该或门芯片可以包括多个输入端1600，以及一个模块输出端1650(也即，图4中的FS0M端口)。用于在多个输入端1600中的至少一个输入端1600接收到电信号(也即，触发信号)的情况下，模块输出端1650输出电信号。具体地，在本实施例中，或门芯片具有四个输入端1600(也即，图4中的IN1端口、IN2端口、IN3端口、IN4端口)。因此，在四个输入端1600中的任一输入端1600接收到触发信号的情况下，均能通过模块输出端1650输出电信号进而驱动连接于该逻辑电路模块160的驱动模块130进行工作。在一些可能的实施例中，逻辑电路模块160还可以是能够实现“或逻辑”的逻辑电路，本实施例对此不作具体限定。
驱动模块130连接在逻辑电路模块160的模块输出端1650和车灯210之间，用于在接收到逻辑电路模块160输出的电信号的情况下，驱动车灯210点亮。此外，驱动模块130还连接于控制模块110，因此，当控制模块110接收到车辆200发送的车灯开启指令的情况下，控制模块110可以通过控制驱动模块130进而驱动车灯210点亮。具体地，驱动模块130可以由多个电力电子器件实现，也可以是专用的驱动芯片。
在本实施例中，驱动模块130可以包括第一驱动单元1300和第二驱动单元1320，其中，第一驱动单元1300连接在逻辑电路模块160的模块输出端1650和第一车灯2100之间，用于驱动第一车灯2100点亮。第二驱动单元1320连接在逻辑电路模块160的模块输出端1650和第二车灯2120之间，用于驱动第二车灯2120点亮。具体地，第一驱动单元1300和第二驱动单元1320可以由多个电力电子器件实现，也可以是专用的驱动芯片。在图3所示的实施例中，第一驱动单元1300包括SAF_DI_LBL端口和OUTPUT1端口，SAF_DI_LBL端口连接于逻辑电路模块160的模块输出端1650，OUTPUT1端口连接于第一车灯2100。第一驱动单元1300通过SAF_DI_LBL端口接收到逻辑电路模块160输出的电信号的情况下，通过OUTPUT1端口向第一车灯2100发送第一驱动信号，进而驱动第一车灯2100点亮。同样地，第二驱动单元1320包括SAF_DI_HBL端口和OUTPUT2端口，SAF_DI_HBL端口连接于逻辑电路模块160的模块输出端1650，OUTPUT2端口连接于第二车灯2120。第二驱动单元1320通过SAF_DI_HBL端口接收到逻辑电路模块160输出的电信号的情况下，通过OUTPUT2端口向第二车灯2120发送第二驱动信号，进而驱动第二车灯2120点亮。因此，本实施例通过设置连接于第一车灯2100的第一驱动单元1300和连接于第二车灯2120的第二驱动单元1320，使得在第一驱动单元1300和第二驱动单元1320中的其中一个发生故障的情况下，逻辑电路模块160可以控制另一个驱动单元，使得能够点亮至少一 个车灯210，实现了车灯的冗余控制，保证了车辆的行车安全。
在本实施例中，第一驱动单元1300和第二驱动单元1320还分别连接于控制模块110。在图3所示的实施例中，第一驱动单元1300还包括P1端口和SPI3端口，控制模块110还包括PWM端口和SPI3端口，第一驱动单元1300的P1端口连接于控制模块110的PWM端口，第一驱动单元1300的SPI3端口连接于控制模块110的SPI3端口。同样地，第二驱动单元1320还包括P2端口和SPI2端口，控制模块110还包括SPI2端口，第二驱动单元1320的P2端口连接于控制模块110的PWM端口，第二驱动单元1320的SPI2端口连接于控制模块110的SPI2端口。
具体地，在一方面，控制模块110可以在接收到车辆200发送的车灯开启指令的情况下，通过PWM端口向第一驱动单元1300的P1端口和第二驱动单元1320的P2端口发送控制指令，进而通过第一驱动单元1300和第二驱动单元1320分别点亮第一车灯2100和第二车灯2120。
在另一方面，控制模块110可以通过SPI3端口获取第一驱动单元1300的工作状态，并在第一驱动单元1300的工作状态为异常状态，也即，在确定第一驱动单元1300发生故障的情况下，通过PWM端口向第二驱动单元1320的P2端口发送控制信号，进而触发第二驱动单元1320驱动第二车灯2120点亮。具体地，第一驱动单元1300的异常状态可以包括第一驱动单元1300和第一车灯2100之间的链路出现异常(例如，开路、短地等等)、或者第一驱动单元1300和控制模块110之间的链路出现异常(例如，开路、短电压、短地等等)、或者第一驱动单元1300的功能出现异常(例如，第一驱动单元1300无法输出第一驱动信号、出现信号延迟、信号卡滞现象等等)。作为一种实现方式，控制模块110可以通过SPI3端口来获取第一驱动单元1300的第一输出电流，第一输出电流为第一驱动单元1300向第一车灯2100输出的电流，进而通过该第一输出电流来判断第一驱动单元1300是否发生异常。具体地，在第一输出电流在第一指定区间内的情况下，则确定第一驱动单元1300的工作状态为正常状态；反之，则确定第一驱动单元1300的工作状态为异常状态。因此，本实施例中的控制模块110能够在第一驱动单元1300发生故障的情况下，及时驱动第二车灯2120点亮，保证了车辆的行车安全。
在又一方面，控制模块110还可以通过SPI2端口获取第二驱动单元1320的工作状态，并在第二驱动单元1320的工作状态为异常状态，也即，在确定第二驱动单元1320发生故障的情况下，通过PWM端口向第一驱动单元1300的P1 端口发送控制信号，进而触发第一驱动单元1300驱动第一车灯2100点亮。具体地，第二驱动单元1320的异常状态可以包括第二驱动单元1320和第二车灯2120之间的链路出现异常(例如，开路、短地等等)、或者第二驱动单元1320和控制模块110之间的链路出现异常(例如，开路、短电压、短地等等)、或者第二驱动单元1320的功能出现异常(例如，第二驱动单元1320无法输出第二驱动信号、出现信号延迟、信号卡滞现象等等)。作为一种实现方式，控制模块110可以通过SPI2端口来获取第二驱动单元1320的第二输出电流，第二输出电流为第二驱动单元1320向第二车灯2120输出的电流，进而通过该第二输出电流来判断第二驱动单元1320是否发生异常。具体地，在第二输出电流在第二指定区间内的情况下，则确定第二驱动单元1320的工作状态为正常状态；反之，则确定第二驱动单元1320的工作状态为异常状态。因此，本实施例中的控制模块110能够在第二驱动单元1320发生故障的情况下，及时驱动第一车灯2100点亮，保证了车辆的行车安全。
在本实施例中，第一驱动单元1300和第二驱动单元1320还可以包括VCC端口，该VCC端口连接于电压输出单元1500上的VCC端口，以实现分别对第一驱动单元1300和第二驱动单元1320进行供电。
在本实施例中，第一驱动单元1300还可以包括VBAT_A端口，第一驱动单元1300通过VBAT_A端口连接于第一电池包2300，也即，实现第一电池包2300对第一驱动单元1300进行冗余供电。因此，在电子控制器100中的电源模块150发生故障的情况下，第一驱动单元1300依旧可以通过第一电池包2300进行供电，使其处于正常工作的状态。在一些可能的实施例中，电源模块150还包括第一防护单元1550，第一防护单元1550连接在第一电池包2300和第一驱动单元1300之间，用于对第一电池包2300的输出电压进行滤波，以及起到电压隔离的作用。具体地，第一防护单元1550可以是二极管，该二极管的正极连接于第一电池包2300，负极连接于第一驱动单元1300的VBAT_A端口。
在本实施例中，第二驱动单元1320还可以包括VBAT_B端口，第二驱动单元1320通过VBAT_B端口连接于第二电池包2320，也即，实现第二电池包2320对第二驱动单元1320进行冗余供电。因此，在电子控制器100中的电源模块150发生故障的情况下，第二驱动单元1320依旧可以通过第二电池包2320进行供电，使其处于正常工作的状态。在一些可能的实施例中，电源模块150还包括第二防护单元1560，第二防护单元1560连接在第二电池包2320和第二驱动单元1320之间，用于对第二电池包2320的输出电压进行滤波，以及起到电压隔 离的作用。具体地，第二防护单元1560可以是二极管，该二极管的正极连接于第二电池包2320，负极连接于第二驱动单元1320的VBAT_B端口。
本申请实施例提供了一种电子控制器100，该电子控制器100中的通信模块120、控制模块110和电源模块150在分别发生故障的情况下，均能通过逻辑电路模块160驱动车灯210点亮，完善了电子控制器100中的各个模块的故障检测机制，使得电子控制器100中的任一模块出现故障时，都能够通过点亮车灯210以提醒车辆注意行车安全。
请参阅图5，本申请还提供一种车灯控制方法，该方法应用于车辆中的电子控制器，该电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块。具体地，该方法包括步骤S510至步骤S540。
步骤S510，控制模块在通信模块发生故障的情况下，向逻辑电路模块发送第一触发信号。
步骤S520，监控模块在控制模块发生故障的情况下，向逻辑电路模块发送第二触发信号。
步骤S530，电源模块在自身发生故障的情况下，向逻辑电路模块发送第三触发信号。
在一些实施例中，第三触发信号包括第一触发子信号，电源模块包括电压输出单元和电压监控单元。步骤S530可以包括步骤S5310和步骤S5330。
步骤S5310，电压监控单元获取电压输出单元的输出电压。
步骤S5330，电压监控单元在电压输出单元的输出电压为异常电压的情况下，向逻辑电路模块发送第一触发子信号。
在一些实施例中，第三触发信号包括第二触发子信号，电源模块包括降压单元和电压比较单元。步骤S530可以包括步骤S5350和步骤S5370。
步骤S5350，电压比较单元获取降压单元的输出电压。
步骤S5370，电压比较单元在降压单元的输出电压小于指定阈值的情况下，向逻辑电路模块发送第二触发子信号。
这里需要说明的是，步骤S510至步骤S530可以都发生，也可以只发生其中一种情形或者任意两种情形。在步骤S510至步骤S530都发生的情况下，步骤S510至步骤S530可以同时发生，也可以先后依次发生，也即，步骤S510可 以早于步骤S520和步骤S530发生，也可以晚于步骤S520和步骤S530发生。同样地，步骤S520可以早于步骤S510和步骤S530发生，也可以晚于步骤S510和步骤S530发生；步骤S530可以早于步骤S510和步骤S520发生，也可以晚于步骤S510和步骤S520发生。
同样地，步骤S5330和步骤S5370也可以都发生，也可以只发生其中一种情形。在步骤S5330和步骤S5370都发生的情况下，步骤S5330和步骤S5370可以同时发生，步骤S5330也可以早于步骤S5370发生，也可以晚于步骤S5370发生。
具体地，控制模块发送第一触发信号的实现方式、监控模块发送第二触发信号的实现方式以及电源模块发送第三触发信号的实现方式，可以参考上文实施例中的相关介绍，在此不再一一赘述。
步骤S540，逻辑电路模块在接收到第一触发信号、第二触发信号和第三触发信号中的至少一个的情况下，触发驱动模块驱动车灯点亮。
在一些实施例中，第三触发信号可以包括第一触发子信号，逻辑电路模块还在接收到第一触发子信号的情况下，触发驱动模块驱动车灯点亮。
在一些实施例中，第三触发信号可以包括第二触发子信号，逻辑电路模块还在接收到第二触发子信号的情况下，触发驱动模块驱动车灯点亮。
本申请实施例提供了一种车灯控制方法，该方法应用于车辆中的电子控制器，该电子控制器中的通信模块、控制模块和电源模块在分别发生故障的情况下，均能通过逻辑电路模块驱动车灯点亮，完善了电子控制器中的各个模块的故障检测机制，使得电子控制器中的任一模块出现故障时，都能够通过点亮车灯以提醒车辆注意行车安全。
实施例二
请参阅图6，本申请实施方式还提供一种车灯控制系统300以及配置有该车灯控制系统300的另一种车辆200。在本实施例中，车辆200包括车体220以及电池包230，电池包230和车灯控制系统300设置在车体220内，电池包230电性连接于车灯控制系统300，并为车灯控制系统300中的部分结构(例如，电子控制模块)提供电能。在车辆200为新能源汽车的情况下，电池包230还能够为新能源汽车提供驱动力，并通过传动系统进而带动行驶系统(例如，车桥和车轮)进行工作。
请参阅图7，车灯控制系统300包括第一车灯模块310、N个第二车灯模块 330、N个开关模块350以及电子控制器100。其中，N个第二车灯模块330分别并联于第一车灯模块310，N个第二车灯模块330的电流输入端连接于第一车灯模块310的电流输入端以形成公共端390，N为大于0的自然数。N的取值可以根据车辆的设计需求设定。具体地，N的取值可以是1、2、3等等。在本申请实施例中，仅以N的取值为2为例进行说明。N个开关模块350中的第i个开关模块350接入N个第二车灯模块330中的第i个第二车灯模块330所在的支路，i为小于或等于N的自然数。具体地，第i个第二车灯模块330的一端连接于第i个开关模块350，另一端连接于电子控制器100。
电子控制器100还包括输出端170，输出端170连接于N个开关模块350，且直接连接于公共端390，电子控制器100被配置为：输出驱动信号，驱动信号用于经由公共端390输入第一车灯模块310以控制第一车灯模块310工作于第一点亮模式，驱动信号还用于输入N个开关模块350，以驱动N个开关模块350控制N个第二车灯模块330中的至少一个工作于第二点亮模式。
在本实施例提供的车灯控制系统300中，电子控制器100为车辆200中的电子控制器(Electronic Control Unit,ECU)，第一车灯模块310、N个第二车灯模块330和N个开关模块350为车灯的硬件模块，电子控制模块通过一根车载硬线连接于车灯的各个硬件模块，并通过该车载硬线为上述各个硬件模块实现供电或者点亮控制。在图7中，车载硬线连接在电子控制器100的输出端170和公共端390，也即，输出端170通过车载硬线直接连接于公共端390，使得电子控制器100输出驱动信号时，公共端390和输出端170的电平几乎相同。
一方面，通过该车载硬线，电子控制器100可以向第一车灯模块310和N个第二车灯模块330提供供电信号，实现对第一车灯模块310和N个第二车灯模块330的供电，由于第一车灯模块310所在支路未接入开关模块350，因此，供电信号可以直接点亮第一车灯模块310，使得第一车灯模块310工作于第一点亮模式，也即，常亮模式。在另一方面，通过该车载硬线，电子控制器100可以向N个第二车灯模块330提供点亮控制信号，从而实现对N个第二车灯模块330的点亮控制，使得N个第二车灯模块330中的至少一个工作于第二点亮模式，也即，控制点亮模式。其中，第二点亮模式的工作参数与第一点亮模式的工作参数不同。具体地，工作参数可以为车灯的亮度、点亮时长，工作功率等等。因此，本申请中电子控制器100通过车载硬线能够直接实现对车灯模块的供电和控制，也即，车灯控制系统300无需再设置额外的车灯处理器，进而简化了车灯控制系统300的硬件电路，节约了车灯控制系统300的硬件成本。
在一些实施例中，请参阅图8，电子控制器100输出的驱动信号包括具有指定周期的脉冲宽度调制信号(Pulse Width Modulation,PWM信号)，也即点亮控制信号。PWM信号是一种具有指定周期的方波信号，方波信号中相邻两个高电平信号之间的时间间隔为该PWM信号的固定周期。在本实施例中，第i个开关模块350包括计时单元3510和开关单元3530。其中，第i个开关模块350中的开关单元3530接入第i个第二车灯模块330所在的支路，用于断开或导通第i个第二车灯模块330所在的支路。计时单元3510连接在电子控制器100的输出端170和第i个开关模块350中的开关单元3530之间，用于在指定周期大于周期阈值的情况下，向第i个开关模块350中的开关单元3530输出指定电平信号，指定电平信号用于导通第i个第二车灯模块330所在的支路，此时第二车灯模块330工作于第二点亮模式。
此外，电子控制器100输出的驱动信号在包括PWM信号的情况下，还包括有供电信号，也即驱动信号可以视为PWM信号和供电信号的叠加信号，其中，供电信号用于为第一车灯模块310和N个第二车灯模块330进行供电。具体地，供电信号可以是高电平信号，该高电平信号的幅值大于3V，例如，高电平信号的幅值为3.5V。
这里需要说明的是，在N大于1的情况下，也即车灯控制系统300包括多个第二车灯模块330。其中，多个第二车灯模块330所在支路中一一对应地接入多个开关单元3530，多个开关单元3530对应的计时单元3510中的周期阈值各可以相同，也可以不相同。在多个开关单元3530对应的计时单元3510中的周期阈值各不相同的情况下，电子控制器100可以调整PWM信号对应的指定周期，使得计时单元3510在PWM信号的指定周期大于自身的周期阈值的情况下，输出指定电平信号，进而控制对应的开关模块350导通第二车灯模块330所在的支路，使得第二车灯模块330点亮。反之，计时单元3510在PWM信号的指定周期小于或等于自身的周期阈值的情况下，则无法输出指定电平信号，使得开关模块350处于断开状态，则对应的第二车灯模块330熄灭。通过上述方式，通过一个PWM信号，可以实现对多个第二车灯模块330的点亮控制。
下面对车灯控制系统300中的各个硬件模块的具体实现方式以及车灯模块的点亮过程进行详细介绍。
请参阅图9，N个第二车灯模块330包括第一车灯子模块3310和第二车灯子模块3330，第一车灯子模块3310和第二车灯子模块3330分别并联于第一车灯模块310。在一些实施例中，第一车灯子模块3310、第一车灯子模块3310和 第二车灯子模块3330可以对应于车辆200中的不同车灯(例如，刹车灯、倒车灯、制动灯和转向灯等等)，也可以对应于车辆200中的同一个车灯，例如，第一车灯子模块3310、第一车灯子模块3310和第二车灯子模块3330共同组成车辆200中的同一个刹车灯(例如，左刹车灯、右刹车灯)。
在一些实施例中，第一车灯模块310包括多个第一灯珠311，多个第一灯珠311彼此串联或并联形成第一车灯模块310。在图9所示的实施例中，多个第一灯珠311彼此串联形成第一车灯模块310。具体地，多个第一灯珠311彼此串联所形成的电流输入端连接于电子控制器100的输出端170，所形成的电流输出端直接接地，因此，电子控制器100在产生驱动信号的情况下，驱动信号能够直接点亮第一车灯模块310中的多个第一灯珠311，使得第一车灯模块310工作于第一点亮模式。
在一些实施例中，第一车灯子模块3310包括多个第二灯珠3311，多个第二灯珠3311彼此串联或并联形成第一车灯子模块3310。在图9所示的实施例中，多个第二灯珠3311彼此串联形成第一车灯子模块3310。具体地，多个第二灯珠3311彼此串联所形成的电流输入端连接于第一车灯模块310的电流输入端以形成公共端390，也即，多个第二灯珠3311彼此串联所形成的电流输入端同样连接于电子控制器100的输出端170。多个第二灯珠3311彼此串联所形成的电流输出端连接于第一开关模块352后接地。
在一些实施例中，第二车灯子模块3330包括多个第三灯珠3331，多个第三灯珠3331彼此串联或并联形成第一车灯子模块1330。在图9所示的实施例中，多个第三灯珠3331彼此串联形成第二车灯子模块3330。具体地，多个第三灯珠3331彼此串联所形成的电流输入端连接于公共端390，也即，多个第三灯珠3331彼此串联所形成的电流输入端同样连接于电子控制器100的输出端170。多个第三灯珠3331彼此串联所形成的电流输出端连接于第二开关模块354后接地。
在一些实施例中，多个第一灯珠311、多个第二灯珠3311和多个第三灯珠3331排布形成灯珠阵列。具体请参阅图10，多个第一灯珠311、多个第二灯珠3311和多个第三灯珠3331排布形成矩形灯珠阵列，矩形灯珠阵列的尺寸为20*20，其中，图10中黑色灯珠为第一灯珠311，多个第一灯珠311设置在矩形灯珠阵列的最外层。图10中灰色灯珠为第二灯珠3311，多个第二灯珠3311排布形成指定图案。具体在图10中，多个第二灯珠3311排布形成“行人”图案，图10中白色灯珠为第三灯珠3331，多个第三灯珠3331为矩形灯珠阵列中除第一灯珠311和第二灯珠3311以外的其他灯珠。
具体地，第一灯珠311、第二灯珠3311和第三灯珠3331可以为LED灯珠，各个LED灯珠的工作参数可以相同，也可以不相同。示例性地，第一灯珠311对应为黄色的LED灯珠，第二灯珠3311对应为红色的LED灯珠，第三灯珠3331对应为白色的LED灯珠，本申请实施例对此不作具体限定。
N个开关模块350包括第一开关模块352和第二开关模块354，第一开关模块352接入第一车灯子模块3310所在的支路，第二开关模块354接入第二车灯子模块3330所在的支路。也即，第一开关模块352用于导通或断开第一车灯子模块3310所在的支路，第二开关模块354用于导通或断开第二车灯子模块3330所在的支路。
具体地，电子控制器100产生的驱动信号包括具有指定周期的脉冲宽度调制信号(也即，PWM信号)。在图9所示的实施例中，第一开关模块352包括第一计时单元3521和第一开关单元3523。其中，第一开关单元3523接入第一车灯子模块3310所在的支路。第一计时单元3521连接在电子控制器100的输出端170和第一开关单元3523之间，用于在指定周期大于第一周期阈值的情况下，向第一开关单元3523输出第一指定电平信号，第一指定电平信号用于导通第一车灯子模块3310所在的支路。
在一些实施例中，第一计时单元3521可以是PWM窗口计时电路，该PWM窗口计时电路的输入为电子控制器100产生的PWM信号，PWM窗口计时电路用于对PWM信号的指定周期进行计时，在指定周期大于第一周期阈值的情况下，PWM窗口计时电路输出第一指定电平信号，示例性地，第一指定电平信号为低电平信号，低电平信号的幅值小于0.7V，例如，低电平信号的幅值为0.3V。反之，在指定周期小于或等于第一周期阈值的情况下，PWM窗口计时电路输出高电平信号，高电平信号的幅值大于3V，例如，高电平信号的幅值为3.5V。具体地，PWM窗口计时电路可以采用电子电路实现，也可以采用具有计时功能的芯片实现，本实施例对此不作具体限定。
在一些可能的实施例中，第一开关单元3523包括第一场效应晶体管Q1，第一场效应晶体管Q1是一种电压控制型半导体器件。其中，第一场效应晶体管Q1的漏极连接于第一车灯子模块3310的电流输出端。第一场效应晶体管Q1的源极连接于第一车灯模块310的电流输出端，并接地。第一场效应晶体管Q1的栅极连接于第一计时单元3521的信号输出端。具体地，在图9所示的实施例中，第一场效应晶体管Q1为P沟道型场效应晶体管，也即，当第一场效应晶体管Q1的栅极和源极之间的电压大于开启电压时，漏极和源极之间导通，进而导通第 一车灯子模块3310所在的支路。由于图9中的源极接地，因此，当栅极的电压大于开启电压时，第一车灯子模块3310所在的支路导通。因此，电子控制器100通过产生的不同指定周期的PWM信号，控制第一计时单元3521输出不同的电平信号，进而控制第一车灯子模块3310所在的支路导通或断开。例如，当PWM信号的指定周期小于或等于第一周期阈值时，第一计时单元3521输出高电平信号，此时第一场效应晶体管Q1导通，第一车灯子模块3310点亮。反之，当PWM信号的指定周期大于第一周期阈值时，第一计时单元3521输出低电平信号，此时第一场效应晶体管Q1不导通，第一车灯子模块3310不点亮。
在一些可能的实施例中，请参阅图11，第一开关单元3523包括第三场效应晶体管Q3和第四场效应晶体管Q4。其中，第三场效应晶体管Q3的漏极连接于第一车灯子模块3310的电流输出端。第三场效应晶体管Q3的源极连接于第一车灯模块310的电流输出端，并接地。第三场效应晶体管Q3的栅极连接于第四场效应晶体管Q4的漏极。第四场效应晶体管Q4的栅极连接于第一计时单元3521的信号输出端。第四场效应晶体管Q4的源极接地。具体地，在图11所示的实施例中，第三场效应晶体管Q3和第四场效应晶体管Q4均为P沟道型场效应晶体管。
在一些实施例中，第一开关单元3523还包括第一电阻R1，第一电阻R1的一端连接于第一车灯子模块3310的电流输入端，也即公共端390，另一端连接于第三场效应晶体管Q3的栅极。
这里对第三场效应晶体管Q3和第四场效应晶体管Q4的工作过程进行介绍。当第一计时单元3521输出高电平信号时，第四场效应晶体管Q4的栅极电压大于第四场效应晶体管Q4的开启电压，第四场效应晶体管Q4导通，进而拉低第三场效应晶体管Q3的栅极电压，使得第三场效应晶体管Q3不导通，使得第一车灯子模块3310不点亮。
当第一计时单元3521输出低电平信号时，第四场效应晶体管Q4的栅极电压小于第四场效应晶体管Q4的开启电压，第四场效应晶体管Q4不导通。由于第三场效应晶体管Q3的栅极通过第一电阻R1连接于电子控制器100，因此，当电子控制器100输出驱动信号时，第三场效应晶体管Q3的栅极为高电平，此时，第三场效应晶体管Q3导通，使得第一车灯子模块3310点亮。
因此，电子控制器100通过产生的不同指定周期的PWM信号，控制第一计时单元3521输出不同的电平信号，进而控制第一车灯子模块3310所在的支路导通或断开。
同样地，请再次参阅图9，第二开关模块354包括第二计时单元3541和第二开关单元3543。其中，第二开关单元3543接入第二车灯子模块3330所在的支路。第二计时单元3541连接在电子控制器100和第二开关单元3543之间，用于在指定周期大于第二周期阈值的情况下，向第二开关单元3543输出第二指定电平信号，第二指定电平信号用于导通第二车灯子模块3330所在的支路。
在一些实施例中，第二计时单元1521可以是PWM窗口计时电路，该PWM窗口计时电路的输入为电子控制器100产生的PWM信号，PWM窗口计时电路用于对PWM信号的指定周期进行计时，在指定周期大于第二周期阈值的情况下，PWM窗口计时电路输出第二指定电平信号，示例性地，第二指定电平信号为低电平信号，低电平信号的幅值小于0.7V，例如，低电平信号的幅值为0.3V。反之，在指定周期小于或等于第二周期阈值的情况下，PWM窗口计时电路输出高电平信号，高电平信号的幅值大于3V，例如，高电平信号的幅值为3.5V。具体地，PWM窗口计时电路可以采用电子电路实现，也可以采用具有计时功能的芯片实现，本实施例对此不作具体限定。
在一些可能的实施例中，第二开关单元3543包括第二场效应晶体管Q2，第二场效应晶体管Q2是一种电压控制型半导体器件。其中，第二场效应晶体管Q2的漏极连接于第二车灯子模块3330的电流输出端。第二场效应晶体管Q2的源极连接于第一车灯模块310的电流输出端，并接地。第二场效应晶体管Q2的栅极连接于第二计时单元3541的信号输出端。具体地，第二计时单元3541对第二场效应晶体管Q2的控制逻辑可以参考上述实施例中第一计时单元3521对第一场效应晶体管Q1的控制逻辑，本实施例对此不再赘述。
在一些可能的实施例中，请再次参阅图11，第二开关单元3543包括第五场效应晶体管Q5和第六场效应晶体管Q6。其中，第五场效应晶体管Q5的漏极连接于第二车灯子模块3330的电流输出端。第五场效应晶体管Q5的源极连接于第一车灯模块310的电流输出端，并接地。第五场效应晶体管Q5的栅极连接于第六场效应晶体管Q6的漏极。第六场效应晶体管Q6的栅极连接于第二计时单元3541的信号输出端。第六场效应晶体管Q6的源极接地。
第二开关单元3543还包括第二电阻R2，第二电阻R2的一端连接于第二车灯子模块3330的电流输入端，另一端连接于第五场效应晶体管Q5的栅极。具体地，第二计时单元3541对第五场效应晶体管Q5和第六场效应晶体管Q6的控制逻辑可以参考上述实施例中第一计时单元3521对第三场效应晶体管Q3和第四场效应晶体管Q4的控制逻辑，本实施例对此不再赘述。
这里需要说明的是，图9和图11所示的第一开关单元3523和第二开关单元3543的电路结构仅是示意性的，第一场效应晶体管Q1、第二场效应晶体管Q2、第三场效应晶体管Q3、第四场效应晶体管Q4、第五场效应晶体管Q5和第六场效应晶体管Q6可以被替换为其他具有开关功能的电力电子器件，例如，双极型晶体管(Bipolar Junction Transistor,BJT)、绝缘栅双极型晶体管(Insulated Gate Bipolar Transistor,IGBT)等等，本实施例不作具体限制。示例性地，以第三场效应晶体管Q3、第四场效应晶体管Q4被替换为双极型晶体管为例，具体地，第三场效应晶体管Q3可以被替换成PNP型的双极型晶体管Q7，第四场效应晶体管Q4可以被替换成PNP型的双极型晶体管Q8。其中，双极型晶体管Q7的集电极连接于第一车灯子模块3310的电流输出端。双极型晶体管Q7的发射极连接于第一车灯模块310的电流输出端，并接地。双极型晶体管Q7的基极连接于双极型晶体管Q8的集电极。双极型晶体管Q8的基极连接于第一计时单元3521的信号输出端。双极型晶体管Q8的发射极接地。具体地，双极型晶体管Q7和双极型晶体管Q8可以是硅管、锗管等等，本实施例不作具体限制。
电子控制器100连接于第一开关模块1310、第二开关模块1330以及第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成的公共端390，电子控制器100为车辆200中的电子控制器(Electronic Control Unit,ECU)。该电子控制器100通过一根车载硬线连接于第一开关模块1310、第二开关模块1330和公共端390。
在图9所示的实施例中，电子控制器100连接于第一开关模块1310中第一计时单元3521的信号输入端以及第二开关模块1330中第二计时单元3541的信号输入端。具体地，电子控制器100被配置为：输出驱动信号，驱动信号用于经由公共端390输入第一车灯模块310以控制第一车灯模块310工作于第一点亮模式，驱动信号还用于输入第一开关模块352和第二开关模块354，以驱动第一开关模块352和第二开关模块354控制第一车灯子模块3310和第二车灯子模块3330中的至少一个工作于第二点亮模式。这里需要说明的是，在一些实施例中，第二计时单元3541对应的第二周期阈值大于第一计时单元3521对应的第一周期阈值。因此，电子控制器100可以输出不同指定周期的驱动信号，进而点亮不同的车灯模块，使得第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成矩形灯珠阵列显示出不同的点亮图案。
下面结合图11的实施例以及图12至图14对矩形灯珠阵列显示出的图案进行说明。
请参阅图12，如图12中的(a)图所示，在驱动信号的指定周期大于第一周期阈值且指定周期大于第二周期阈值的情况下，此时，第一计时单元3521和第二计时单元3541均输出低电平信号。第四场效应晶体管Q4和第六场效应晶体管Q6不导通，第三场效应晶体管Q3和第五场效应晶体管Q5导通。在这种情况下，第一车灯模块310进入第一点亮模式，第一车灯子模块3310和第二车灯子模块3330进入第二点亮模式时，第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330均被点亮。此时，第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成矩形灯珠阵列的第一图案如图12中的(b)图所示。
请参阅图13，如图13中的(a)图所示，在驱动信号的指定周期大于第一周期阈值且指定周期小于或等于第二周期阈值的情况下，此时，第一计时单元3521输出低电平信号，第二计时单元3541输出高电平信号。第四场效应晶体管Q4和第五场效应晶体管Q5不导通，第三场效应晶体管Q3和第六场效应晶体管Q6导通。在这种情况下，第一车灯模块310进入第一点亮模式，第一车灯子模块3310和第二车灯子模块3330进入第二点亮模式时，第一车灯模块310和第一车灯子模块3310被点亮，第二车灯子模块3330未被点亮。此时，第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成矩形灯珠阵列的第二图案如图13中的(b)图所示。
请参阅图14，如图14中的(a)图所示，在驱动信号的指定周期小于或等于第一周期阈值且指定周期小于或等于第二周期阈值的情况下，此时，第一计时单元3521和第二计时单元3541均输出高电平信号。第四场效应晶体管Q4和第六场效应晶体管Q6导通，第三场效应晶体管Q3和第五场效应晶体管Q5不导通。在这种情况下，第一车灯模块310进入第一点亮模式，第一车灯子模块3310和第二车灯子模块3330进入第二点亮模式时，第一车灯模块310被点亮，第一车灯子模块3310和第二车灯子模块3330未被点亮。此时，第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成矩形灯珠阵列的第三图案如图14中的(b)图所示。
因此，电子控制器100可以通过调整指定周期的大小，使得车灯控制系统300进入不同的亮灯模式。例如，电子控制器100可以通过调整指定周期，使得第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330所形成矩形灯珠阵列的图案在第二图案和第三图案之间不断切换，使得第一车灯子模块3310处于闪烁状态，丰富了车灯控制系统300中车灯的显示效果。
在一些实施例中，车灯控制系统300还包括信号采样模块380，信号采样模块380的信号输入端连接于公共端390，也即，连接于电子控制器100，用于对电子控制器100输出的驱动信号进行采样。信号采样模块380的信号输出端分别连接于第一计时单元3521和第二计时单元3541的信号输入端。
具体地，信号采样模块380能够接收电子控制器100发送的控制指令，并在接收到控制指令的情况下，对电子控制器100产生的驱动信号进行采样，并将采样后的信号分别发送至第一计时单元3521和第二计时单元3541，使得第一计时单元3521和第二计时单元3541进入计时状态。因此，信号采样模块380能够用于控制第一计时单元3521和第二计时单元3541。在图11所示的实施例中，在信号采样模块380一直未接收到控制指令的情况下，则无法对第一计时单元3521和第二计时单元3541输出电子控制器100产生的驱动信号，则第四场效应晶体管Q4和第六场效应晶体管Q6不导通，此时第三场效应晶体管Q3和第五场效应晶体管Q5导通。此时若电子控制器100产生的驱动信号，该驱动信号能够直接使得第一车灯模块310、第一车灯子模块3310和第二车灯子模块3330均进入点亮状态。具体地，信号采样模块380可以采用电子电路实现，也可以采用具有信号采样功能的芯片实现，本实施例对此不作具体限定。
在本申请说明书中，如在说明书及权利要求当中使用了某些词汇来指称特定组件。本领域技术人员应可理解，硬件制造商可能会用不同名词来称呼同一组件。说明书及权利要求并不以名称的差异作为区分组件的方式，而是以组件在功能上的差异作为区分的准则。如在通篇说明书及权利要求当中所提及的“包括”为一开放式用语，故应解释成“包含但不限定于”；“大致”是指本领域技术人员能够在一定误差范围内解决技术问题，基本达到技术效果。
在本申请的描述中，需要理解的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“里”等指示方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请而简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位，以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请中，除非另有明确的规定或限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解。例如，可以是固定连接，也可以是可拆卸连接，或一体连接；可以是机械连接，也可以是电连接；可以是直接连接，也可以通过中间媒介间接相连，也可以是两个元件内部的连通，也可以是仅为表面接触。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
最后应说明的是：以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不驱使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (24)

  1. 一种电子控制器，其特征在于，应用于车辆，所述车辆包括车灯，所述电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块；
    所述控制模块在所述通信模块发生故障的情况下，向所述逻辑电路模块发送第一触发信号；
    所述监控模块在所述控制模块发生故障的情况下，向所述逻辑电路模块发送第二触发信号；
    所述电源模块在自身发生故障的情况下，向所述逻辑电路模块发送第三触发信号；
    所述逻辑电路模块在接收到所述第一触发信号、所述第二触发信号和所述第三触发信号中的至少一个的情况下，触发所述驱动模块驱动所述车灯点亮。
  2. 根据权利要求1所述的电子控制器，其特征在于，所述逻辑电路模块的输入端包括第一输入端，所述第一输入端连接于所述控制模块，所述控制模块连接于所述通信模块；
    所述逻辑电路模块通过所述第一输入端接收所述第一触发信号，并用于在接收到所述第一触发信号的情况下，触发所述驱动模块驱动所述车灯点亮。
  3. 根据权利要求1所述的电子控制器，其特征在于，所述逻辑电路模块的输入端包括第二输入端，所述第二输入端连接于所述监控模块，所述监控模块连接于所述控制模块；
    所述逻辑电路模块通过所述第二输入端接收所述第二触发信号，并用于在接收到所述第二触发信号的情况下，触发所述驱动模块驱动所述车灯点亮。
  4. 根据权利要求1所述的电子控制器，其特征在于，所述电源模块包括电压输出单元和电压监控单元；所述逻辑电路模块的输入端包括第三输入端；所述电压监控单元连接于所述电压输出单元和所述第三输入端之间；所述第三触发信号包括第一触发子信号；
    所述电压监控单元在检测出所述电压输出单元的输出电压为异常电压的情况下，向所述逻辑电路模块发送所述第一触发子信号；
    所述逻辑电路模块通过所述第三输入端接收所述第一触发子信号，并在接收到所述第一触发子信号的情况下，触发所述驱动模块驱动所述车灯点亮。
  5. 根据权利要求4所述的电子控制器，其特征在于，所述电压输出单元分别连接于所述控制模块、所述监控模块、所述通信模块；
    所述电压输出单元向所述控制模块输出第一输出电压，向所述监控模块输出第二输出电压，向所述通信模块输出第三输出电压；
    所述电压监控单元在检测出所述第一输出电压、所述第二输出电压和所述第三输出电压中的至少一路输出电压为异常电压的情况下，向所述逻辑电路模块发送所述第一触发子信号。
  6. 根据权利要求4所述的电子控制器，其特征在于，所述电源模块还包括降压单元和电压比较单元；所述降压单元连接于所述电压输出单元的电压输入端；所述逻辑电路模块的输入端还包括第四输入端；所述电压比较单元的输入端连接于所述降压单元的电压输出端，所述电压比较模块的输出端连接于所述第四输入端；所述第三触发信号还包括第二触发子信号；
    所述电压比较单元在检测出所述降压单元的输出电压小于指定阈值的情况下，向所述逻辑电路模块发送所述第二触发子信号；
    所述逻辑电路模块通过所述第四输入端接收所述第二触发子信号，并在接收到所述第二触发子信号的情况下，触发所述驱动模块驱动所述车灯点亮。
  7. 根据权利要求1至6任一项所述的电子控制器，其特征在于，所述逻辑电路模块为或门芯片。
  8. 根据权利要求1至6任一项所述的电子控制器，其特征在于，所述车灯包括第一车灯和第二车灯，所述驱动模块包括第一驱动单元和第二驱动单元，所述第一驱动单元连接在所述逻辑电路模块的模块输出端和所述第一车灯之间，所述第二驱动单元连接在所述逻辑电路模块的模块输出端和所述第二车灯之间。
  9. 根据权利要求8所述的电子控制器，其特征在于，所述第一驱动单元和所述第二驱动单元还分别连接于所述控制模块；所述控制模块被配置为：在确定所述第一驱动单元发生故障的情况下，触发所述第二驱动单元驱动所述第二车灯点亮；或在确定所述第二驱动单元发生故障的情况下，触发所述第一驱动单元驱动所述第一车灯点亮。
  10. 根据权利要求8所述的电子控制器，其特征在于，所述车辆包括第一电池包和第二电池包，所述电源模块还包括第一防护单元和第二防护单元；所述第一防护单元连接在所述第一电池包和所述第一驱动单元之间，所述第二防护 单元连接在所述第二电池包和所述第二驱动单元之间。
  11. 一种车辆，其特征在于，包括：
    车灯；以及
    权利要求1至10任一项所述电子控制器。
  12. 一种车灯控制方法，其特征在于，应用于车辆中的电子控制器，所述电子控制器包括控制模块、通信模块、驱动模块、监控模块、电源模块以及逻辑电路模块；所述方法包括：
    所述控制模块在所述通信模块发生故障的情况下，向所述逻辑电路模块发送第一触发信号；
    所述监控模块在所述控制模块发生故障的情况下，向所述逻辑电路模块发送第二触发信号；
    所述电源模块在自身发生故障的情况下，向所述逻辑电路模块发送第三触发信号；
    所述逻辑电路模块在接收到所述第一触发信号、所述第二触发信号和所述第三触发信号中的至少一个的情况下，触发所述驱动模块驱动所述车灯点亮。
  13. 根据权利要求12所述的方法，其特征在于，所述第三触发信号包括第一触发子信号，所述电源模块包括电压输出单元和电压监控单元；所述电源模块在自身发生故障的情况下，向所述逻辑电路模块发送第三触发信号，包括：
    所述电压监控单元获取所述电压输出单元的输出电压；
    所述电压监控单元在所述电压输出单元的输出电压为异常电压的情况下，向所述逻辑电路模块发送所述第一触发子信号。
  14. 根据权利要求12所述的方法，其特征在于，所述第三触发信号包括第二触发子信号，所述电源模块包括降压单元和电压比较单元；所述电源模块在自身发生故障的情况下，向所述逻辑电路模块发送第三触发信号，包括：
    所述电压比较单元获取所述降压单元的输出电压；
    所述电压比较单元在所述降压单元的输出电压小于指定阈值的情况下，向所述逻辑电路模块发送所述第二触发子信号。
  15. 一种车灯控制系统，其特征在于，所述车灯控制系统包括：
    第一车灯模块；
    N个第二车灯模块，分别并联于所述第一车灯模块，N个所述第二车灯模块的电流输入端连接于所述第一车灯模块的电流输入端以形成公共端，N为大于0的自然数；
    N个开关模块，N个所述开关模块中的第i个开关模块接入N个所述第二车灯模块中的第i个第二车灯模块所在的支路，所述i为小于或等于所述N的自然数；
    如权利要求1至10中任一项所述的电子控制器，所述电子控制器还包括输出端，所述输出端连接于N个所述开关模块，且直接连接于所述公共端，所述电子控制器被配置为：输出驱动信号，所述驱动信号用于经由所述公共端输入所述第一车灯模块以控制所述第一车灯模块工作于第一点亮模式，所述驱动信号还用于输入N个所述开关模块，以驱动N个所述开关模块控制N个所述第二车灯模块中的至少一个工作于第二点亮模式，所述第二点亮模式的工作参数与所述第一点亮模式的工作参数不同。
  16. 根据权利要求15所述的车灯控制系统，其特征在于，所述驱动信号包括具有指定周期的脉冲宽度调制信号，所述第i个开关模块包括计时单元和开关单元；所述开关单元接入所述第i个第二车灯模块所在的支路；所述计时单元连接在所述电子控制器的输出端和所述第i个开关模块中的开关单元之间，用于在指定周期大于周期阈值的情况下，向所述第i个开关模块中的开关单元输出指定电平信号，所述指定电平信号用于导通所述第i个第二车灯模块所在的支路。
  17. 根据权利要求15或16所述的车灯控制系统，其特征在于，N个第二车灯模块包括第一车灯子模块和第二车灯子模块，所述第一车灯子模块和所述第二车灯子模块分别并联于所述第一车灯模块；N个开关模块包括第一开关模块和第二开关模块，所述第一开关模块接入所述第一车灯子模块所在的支路，所述第二开关模块接入所述第二车灯子模块所在的支路；所述电子控制器的输出端连接于所述第一开关模块和第二开关模块，且直接连接于所述公共端，所述电子控制器被配置为：输出驱动信号，所述驱动信号用于经由所述公共端输入所述第一车灯模块以控制所述第一车灯模块工作于所述第一点亮模式，所述驱动信号还用于输入所述第一开关模块和所述第二开关模块，以驱动所述第一开关模块和所述第二开关模块控制所述第一车灯子模块和所述第二车灯子模块中的至少一个工作于所述第二点亮模式。
  18. 根据权利要求17所述的车灯控制系统，其特征在于，所述驱动信号包 括具有指定周期的脉冲宽度调制信号，所述第一开关模块包括第一计时单元和第一开关单元；所述第一开关单元接入所述第一车灯子模块所在的支路；所述第一计时单元连接在所述电子控制器的输出端和所述第一开关单元之间，用于在所述指定周期大于第一周期阈值的情况下，向所述第一开关单元输出第一指定电平信号，所述第一指定电平信号用于导通所述第一车灯子模块所在的支路；所述第二开关模块包括第二计时单元和第二开关单元；所述第二开关单元接入所述第二车灯子模块所在的支路；所述第二计时单元连接在所述电子控制器的输出端和所述第二开关单元之间，用于在所述指定周期大于第二周期阈值的情况下，向所述第二开关单元输出第二指定电平信号，所述第二指定电平信号用于导通所述第二车灯子模块所在的支路，所述第二周期阈值大于所述第一周期阈值。
  19. 根据权利要求18所述的车灯控制系统，其特征在于，所述第一开关单元包括第一场效应晶体管，所述第一场效应晶体管的漏极连接于所述第一车灯子模块的电流输出端；所述第一场效应晶体管的源极连接于所述第一车灯模块的电流输出端，并接地；所述第一场效应晶体管的栅极连接于所述第一计时单元的信号输出端；所述第二开关单元包括第二场效应晶体管，所述第二场效应晶体管的漏极连接于所述第二车灯子模块的电流输出端；所述第二场效应晶体管的源极连接于所述第一车灯模块的电流输出端，并接地；所述第二场效应晶体管的栅极连接于所述第二计时单元的信号输出端。
  20. 根据权利要求18所述的车灯控制系统，其特征在于，所述第一开关单元包括第三场效应晶体管和第四场效应晶体管；所述第三场效应晶体管的漏极连接于所述第一车灯子模块的电流输出端；所述第三场效应晶体管的源极连接于所述第一车灯模块的电流输出端，并接地；所述第三场效应晶体管的栅极连接于所述第四场效应晶体管的漏极；所述第四场效应晶体管的栅极连接于所述第一计时单元的信号输出端；所述第四场效应晶体管的源极接地；所述第二开关单元包括第五场效应晶体管和第六场效应晶体管；所述第五场效应晶体管的漏极连接于所述第二车灯子模块的电流输出端；所述第五场效应晶体管的源极连接于所述第一车灯模块的电流输出端，并接地；所述第五场效应晶体管的栅极连接于所述第六场效应晶体管的漏极；所述第六场效应晶体管的栅极连接于所述第二计时单元的信号输出端；所述第六场效应晶体管的源极接地。
  21. 根据权利要求20所述的车灯控制系统，其特征在于，所述第一开关单元还包括第一电阻，所述第一电阻的一端连接于所述第一车灯子模块的电流输 入端，另一端连接于所述第三场效应晶体管的栅极；所述第二开关单元还包括第二电阻，所述第二电阻的一端连接于所述第二车灯子模块的电流输入端，另一端连接于所述第五场效应晶体管的栅极。
  22. 根据权利要求18至21任一项所述的车灯控制系统，其特征在于，所述车灯控制系统还包括信号采样模块，所述信号采样模块的信号输入端连接于所述公共端，所述信号采样模块的信号输出端分别连接于所述第一计时单元和所述第二计时单元的信号输入端。
  23. 根据权利要求18至21任一项所述的车灯控制系统，其特征在于，第一车灯模块包括多个第一灯珠，所述第一车灯子模块包括多个第二灯珠，所述第二车灯子模块包括多个第三灯珠；多个所述第一灯珠、多个所述第二灯珠和多个所述第三灯珠排布形成灯珠阵列；多个所述第二灯珠排布形成指定图案。
  24. 一种车辆，其特征在于，包括：车体；以及权利要求15至23中任一项所述的车灯控制系统，所述车灯控制系统设置在所述车体内。
PCT/CN2023/115946 2022-11-10 2023-08-30 电子控制器、车灯控制方法、系统及车辆 Ceased WO2024098902A1 (zh)

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