WO2024098902A1

WO2024098902A1 - Electronic control unit, vehicle lamp control method, system, and vehicle

Info

Publication number: WO2024098902A1
Application number: PCT/CN2023/115946
Authority: WO
Inventors: 冯晓宇
Original assignee: 广州汽车集团股份有限公司
Priority date: 2022-11-10
Filing date: 2023-08-30
Publication date: 2024-05-16

Abstract

An electronic control unit (100), a vehicle lamp control method, a system, and a vehicle (200). The electronic control unit (100) comprises a control module (110), a communication module (120), a driving module (130), a monitoring module (140), a power supply module (150), and a logic circuit module (160). The control module (110) is used for sending a first trigger signal to the logic circuit module (160) when the communication module (120) fails; the monitoring module (140) is used for sending a second trigger signal to the logic circuit module (160) when the control module (110) fails; the power supply module (150) is used for sending a third trigger signal to the logic circuit module (160) when the power supply module (150) fails; and the logic circuit module (160) is used for triggering the driving module (130) to drive vehicle lamps (210) to be turned on when at least one of the first trigger signal, the second trigger signal, and the third trigger signal is received. A failure detection mechanism of the modules in the electronic control unit (100) is perfected, so that when any module in the electronic control unit (100) fails, the vehicle lamps (210) can be turned on to remind vehicles to pay attention to driving safety.

Description

Electronic controller, vehicle light control method, system and vehicle

This application claims priority to the Chinese patent application filed with the Chinese Patent Office on November 10, 2022, with application number 202211407355.3 and application name “Car light control system and vehicle”, the Chinese patent application filed with the Chinese Patent Office on November 10, 2022, with application number 202222994813.X and application name “Electronic controller and vehicle”, and the Chinese patent application filed with the Chinese Patent Office on November 10, 2022, with application number 202211406360.2 and application name “Electronic controller, vehicle and car light control method”, all of which are incorporated by reference into this application.

Technical Field

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.

Background technique

The car brake lights are used to warn the driver in the vehicle to reduce the probability of rear-end collision. Specifically, 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.

In the prior art, the brake lights of automobiles can be controlled by an electronic controller (Electronic Control Unit, ECU). 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. However, when a module inside the ECU fails, the brake lights may not light up normally, increasing the probability of a rear-end collision.

Summary of the invention

Embodiments of the present application provide an electronic controller, a vehicle light control method, a system, and a vehicle.

In a first aspect, 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; and 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.

In the second aspect, 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.

In a third aspect, 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.

In a fourth aspect, some embodiments of the present application further provide a vehicle, comprising a vehicle lamp and the above-mentioned electronic controller.

In a fifth aspect, 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. Specifically, 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. Therefore, 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.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

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.

Detailed ways

In order to enable those skilled in the art to better understand the present application, the following will be combined with the drawings in the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of them. Based on the embodiments in the present application, all other methods obtained by those skilled in the art without creative work are not required. The embodiments all belong to the protection scope of this application.

Embodiment 1

Referring to FIG. 1 , 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. In this embodiment, 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. Specifically, 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.). In some possible embodiments, 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. Specifically, the first vehicle light 2100 may be a left brake light of the vehicle 200 , and 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. Specifically, the battery pack 230 may be a nickel-cadmium battery pack, a nickel-metal hydride battery pack, a lithium-ion battery pack, etc. In some possible embodiments, 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. On the one hand, 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. On the other hand, 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. Specifically, the vehicle bus 250 can be a controller area network bus (Controller Area Network, CAN bus).

Referring to FIG. 2 , 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. Specifically, the 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.

Therefore, when 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 following is an introduction to the various modules included in the electronic controller 100 in this embodiment.

Please refer to Figures 3 and 4. 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. Specifically, the control module 110 can be a microcontroller unit (MCU). In this embodiment, 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. Specifically, 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. Taking the vehicle bus 250 as a CAN bus as an example, 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. Specifically, the communication module 120 can be a CAN transceiver.

In this embodiment, 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. Specifically, 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. In the embodiment, 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.

Specifically, 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. In the embodiment shown in FIG. 3 , the control module 110 further includes a GPI01 port, which is connected to the first input end 1610 on the logic circuit module 160. When the E2E diagnostic unit in the control module 110 determines that the communication module 120 fails, a first trigger signal is sent to the first input end 1610 on the logic circuit module 160 through the GPI01 port. When the first input end 1610 on the logic circuit module 160 receives the first trigger signal, the driving module 130 is triggered to drive the vehicle lamp 210 to light up. Specifically, 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. Specifically, 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. Specifically, 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. Specifically, the model of the watchdog chip can be SP706, TPL5010, etc., which is not specifically limited in this embodiment.

Specifically, 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. In the embodiment shown in FIG. 3 , 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. That is, 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. When 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. Specifically, 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) is turned on to remind the vehicle to pay attention to driving safety.

In this embodiment, the control module 110 and the monitoring module 140 may further include an RST port, respectively. Specifically, 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. When 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. Among them, 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. Specifically, the voltage output unit 1500 may be a voltage converter.

In this embodiment, 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. Specifically, the first output voltage is less than or equal to 3V, for example, the first output voltage is 3V, 1.8V, 1.5V, etc.

In this embodiment, the 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. Specifically, the second output voltage is greater than 3V, for example, the second output voltage is 12V, 5V, 3.3V, etc.

In this embodiment, 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.

In this embodiment, the third trigger signal includes a first trigger sub-signal, and 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. Specifically, 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. At this time, the voltage monitoring unit 1510 sends the first trigger sub-signal to the logic circuit module 160. Specifically, 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. In some possible embodiments, the voltage monitoring unit 1510 can be integrated with the voltage output unit 1500 in the same chip to form a power management chip.

Specifically, 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. In the embodiment shown in FIG. 3 , 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. 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. Specifically, 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.

In this embodiment, 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. Specifically, 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. In this embodiment, the output voltage of the battery pack 230 is 12V, and the output voltage of the step-down unit 1520 (that is, the input voltage of the voltage output unit 1500) is 5V.

In this embodiment, the third trigger signal includes a second trigger sub-signal, and 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. Specifically, 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. Among them, 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).

Specifically, 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. In the embodiment shown in FIG. 3 , 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. Therefore, when the voltage comparison unit 1530 determines that the output voltage of the buck unit 1520 is less than the specified threshold, the second trigger sub-signal is sent to the fourth input terminal 1640 on the logic circuit module 160 through the VBAT_SW1 port. When the fourth input terminal 1640 on the logic circuit module 160 receives the second trigger sub-signal, the trigger driving module 130 drives the headlight 210 to light up. Specifically, 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. It should be noted here that 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.

In some possible embodiments, 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. Specifically, 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 ). It should be noted here that, when the power module 150 includes the protection unit 1540, 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).

In this embodiment, 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. Specifically, in this embodiment, 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. In some possible embodiments, 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. In addition, 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. Specifically, the driving module 130 can be implemented by a plurality of power electronic devices, or can be a dedicated driving chip.

In this embodiment, 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. Specifically, 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. 3, 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. When 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. Similarly, 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. When 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. Therefore, in this embodiment, by providing a first driving unit 1300 connected to the first headlight 2100 and a second driving unit 1320 connected to the second headlight 2120, when one of the first driving unit 1300 and the second driving unit 1320 fails, 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.

In this embodiment, the first drive unit 1300 and the second drive unit 1320 are also connected to the control module 110, respectively. In the embodiment shown in FIG3, 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, and the SPI3 port of the first drive unit 1300 is connected to the SPI3 port of the control module 110. Similarly, 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, and the SPI2 port of the second drive unit 1320 is connected to the SPI2 port of the control module 110.

Specifically, on one hand, upon receiving a headlight turn-on command sent by the vehicle 200, 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.

On the other hand, the 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. Specifically, 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.). As an implementation method, 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.

On the other hand, the 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. Specifically, 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.). As an implementation method, 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.

In this embodiment, 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 .

In this embodiment, 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. In some possible embodiments, 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. Specifically, 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.

In this embodiment, 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. In some possible embodiments, 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. Specifically, 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. When a communication module 120, a control module 110, and a power supply module 150 in the electronic controller 100 fail respectively, 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.

Referring to FIG5 , 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.

In some embodiments, the third trigger signal includes the first trigger sub-signal, and 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.

In some embodiments, the third trigger signal includes the second trigger sub-signal, and 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.

It should be noted that 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.

Similarly, 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.

Specifically, 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.

In some embodiments, 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.

In some embodiments, the third trigger signal may include a second trigger sub-signal, and 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. When a communication module, a control module, and a power supply module in the electronic controller fail respectively, 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.

Embodiment 2

Please refer to FIG. 6 , the embodiment of the present application also provides a headlight control system 300 and another vehicle 200 equipped with the headlight control system 300. In this embodiment, 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). In the case where the vehicle 200 is a new energy vehicle, 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.

Please refer to FIG. 7 , 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. Among them, 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.

In the vehicle light control system 300 provided in this embodiment, 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, and 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. In FIG. 7 , 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.

On the one hand, through the vehicle-mounted hard line, 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. On the other hand, through the vehicle-mounted hard line, 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. Among them, the working parameters of the second lighting mode are different from the working parameters of the first lighting mode. Specifically, the working parameters can be the brightness of the vehicle light, the lighting duration, the working power, etc. Therefore, in the present application, 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.

In some embodiments, please refer to FIG. 8 , 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. A 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. In this embodiment, 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.

In addition, 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. Specifically, 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.

It should be noted that, when N is greater than 1, that is, the vehicle light control system 300 includes a plurality of second vehicle light modules 330. Among them, 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. When the period thresholds in the timing units 3510 corresponding to the plurality of switch units 3530 are 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. On the contrary, when the designated period of the PWM signal is less than or equal to its own period threshold, 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 specific implementation of each hardware module in the vehicle light control system 300 and the lighting process of the vehicle light module are described in detail below.

9 , 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. In some embodiments, 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. For example, 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).

In some embodiments, 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. In the embodiment shown in FIG9 , the plurality of first lamp beads 311 are connected in series to form the first light module 310. Specifically, 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.

In some embodiments, 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. In the embodiment shown in FIG9 , the plurality of second lamp beads 3311 are connected in series to form the first vehicle light submodule 3310. Specifically, 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.

In some embodiments, 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. In the embodiment shown in FIG9 , the plurality of third lamp beads 3331 are connected in series to form the second vehicle light submodule 3330. Specifically, 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.

In some embodiments, 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. Please refer to FIG. 10 for details. 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 gray lamp beads in FIG. 10 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.

Specifically, 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. Exemplarily, the first lamp bead 311 corresponds to a yellow LED lamp bead, the second lamp bead 3311 corresponds to a red LED lamp bead, and the third lamp bead 3331 corresponds to a white LED lamp bead, and 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.

Specifically, the driving signal generated by the electronic controller 100 includes a pulse width modulation signal (i.e., a PWM signal) having a specified period. In the embodiment shown in FIG9 , 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.

In some embodiments, 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. On the contrary, 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. Specifically, 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.

In some possible embodiments, 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. Specifically, in the embodiment shown in Figure 9, 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. For example, 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.

In some possible embodiments, please refer to FIG. 11, the first switch unit 3523 includes a third field effect transistor Q3 and a fourth field effect transistor Q4. Among them, 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. Specifically, in the embodiment shown in FIG. 11, the third field effect transistor Q3 and the fourth field effect transistor Q4 are both P-channel field effect transistors.

In some embodiments, 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 .

Here, the working process of the third field effect transistor Q3 and the fourth field effect transistor Q4 is introduced. When the first timing unit 3521 outputs a high level signal, 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.

When the first timing unit 3521 outputs a low level signal, 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.

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 headlight sub-module 3310 is located to be turned on or off.

Similarly, please refer to FIG. 9 again, 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.

In some embodiments, 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. On the contrary, 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. Specifically, 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.

In some possible embodiments, 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. Specifically, 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.

In some possible embodiments, please refer to FIG. 11 again, 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. Specifically, 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.

It should be noted that the circuit structures of the 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. For example, taking 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. Among them, 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. Specifically, 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. 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.

In the embodiment shown in FIG9 , 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. Specifically, 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. It should be noted that, in some embodiments, 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 .

Please refer to FIG. 12. As shown in FIG. 12 (a), when the specified period of the driving signal is greater than the first period threshold and the specified period is greater than the second period threshold, at this time, 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. In this case, when 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. At this time, 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).

Please refer to FIG. 13 . As shown in FIG. 13 (a), 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. In this case, 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. At this time, 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).

Please refer to FIG. 14. As shown in 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. In this case, when 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. At this time, 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).

Therefore, 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.

In some embodiments, 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.

Specifically, 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. In the embodiment shown in Figure 11, if the signal sampling module 380 has not received the control instruction, it is impossible to output the driving signal generated by the electronic controller 100 to the first timing unit 3521 and the second timing unit 3541, then 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. At this time, if the driving signal generated by the electronic controller 100, the driving signal can directly make the first headlight module 310, the first headlight submodule 3310 and the second headlight submodule 3330 enter the lighting state. Specifically, 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.

In the specification of this application, certain words are used to refer to specific components in the specification and claims. Those skilled in the art should understand that hardware manufacturers may use different terms to refer to the same component. The specification and claims do not use the difference in name as a way to distinguish components, but use the difference in function of the components as the criterion for distinction. For example, "including" mentioned throughout the specification and claims is an open term, so it should be interpreted as "including but not limited to"; "approximately" means that those skilled in the art can solve technical problems within a certain error range and basically achieve technical effects.

In the description of the present application, it should be understood that terms such as "upper", "lower", "front", "back", "left", "right", and "inside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are merely simplified descriptions for the convenience of describing the present application. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present application.

In this application, unless otherwise clearly specified or limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, 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. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

In addition, the terms "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.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

An electronic controller, characterized in that it is applied to a vehicle, the vehicle includes a headlight, and 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 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;

When the power module fails, the power module sends a third trigger signal to the logic circuit module;

When receiving 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 lamp to light up.
The electronic controller according to claim 1, characterized in that the input end of the logic circuit module includes a first input end, the first input end is connected to the control module, and the control module is connected to the communication module;

The logic circuit module receives the first trigger signal through the first input terminal, and is used to trigger the driving module to drive the vehicle lamp to light up when the first trigger signal is received.
The electronic controller according to claim 1, characterized in that the input end of the logic circuit module includes a second input end, the second input end is connected to the monitoring module, and the monitoring module is connected to the control module;

The logic circuit module receives the second trigger signal through the second input terminal, and is used to trigger the driving module to drive the vehicle lamp to light up when the second trigger signal is received.
The electronic controller according to claim 1, characterized in that the power supply module includes a voltage output unit and a voltage monitoring unit; the input end of the logic circuit module includes a third input end; the voltage monitoring unit is connected between the voltage output unit and the third input end; the third trigger signal includes a first trigger sub-signal;

When the voltage monitoring unit detects that the output voltage of the voltage output unit is an abnormal voltage, the voltage monitoring unit sends the first trigger sub-signal to the logic circuit module;

The logic circuit module receives the first trigger sub-signal through the third input terminal, and triggers the driving module to drive the vehicle lamp to light up when receiving the first trigger sub-signal.
The electronic controller according to claim 4, characterized in that the voltage output unit is connected to the control module, the monitoring module, and the communication module respectively;

The voltage output unit outputs a first output voltage to the control module, outputs a second output voltage to the monitoring module, and outputs a third output voltage to the communication module;

The voltage monitoring unit sends the first trigger sub-signal to the logic circuit module when detecting that at least one output voltage among the first output voltage, the second output voltage, and the third output voltage is an abnormal voltage.
The electronic controller according to claim 4 is characterized in that the power supply module further comprises a step-down unit and a voltage comparison unit; the step-down unit is connected to the voltage input terminal of the voltage output unit; the input terminal of the logic circuit module further comprises a fourth input terminal; the input terminal of the voltage comparison unit is connected to the voltage output terminal of the step-down unit, and the output terminal of the voltage comparison module is connected to the fourth input terminal; the third trigger signal further comprises a second trigger sub-signal;

When the voltage comparison unit detects that the output voltage of the voltage reduction unit is less than a specified threshold, the voltage comparison unit sends the second trigger sub-signal to the logic circuit module;

The logic circuit module receives the second trigger sub-signal through the fourth input terminal, and triggers the driving module to drive the vehicle lamp to light up when receiving the second trigger sub-signal.
The electronic controller according to any one of claims 1 to 6 is characterized in that the logic circuit module is an OR gate chip.
The electronic controller according to any one of claims 1 to 6 is characterized in that the headlight comprises a first headlight and a second headlight, the driving module comprises a first driving unit and a second driving unit, the first driving unit is connected between the module output end of the logic circuit module and the first headlight, and the second driving unit is connected between the module output end of the logic circuit module and the second headlight.
The electronic controller according to claim 8 is characterized in that the first drive unit and the second drive unit are also respectively connected to the control module; the control module is configured to: when it is determined that the first drive unit fails, trigger the second drive unit to drive the second headlight to light up; or when it is determined that the second drive unit fails, trigger the first drive unit to drive the first headlight to light up.
The electronic controller according to claim 8 is characterized in that the vehicle includes a first battery pack and a second battery pack, and the power module further includes a first protection unit and a second protection unit; the first protection unit is connected between the first battery pack and the first drive unit, and the second protection unit is connected between the first battery pack and the first drive unit. The unit is connected between the second battery pack and the second driving unit.
A vehicle, characterized by comprising:

Headlights; and

The electronic controller according to any one of claims 1 to 10.
A vehicle light control method, characterized in that it 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;

When the power module fails, the power module sends a third trigger signal to the logic circuit module;

When receiving 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 lamp to light up.
The method according to claim 12, characterized in that the third trigger signal includes the first trigger sub-signal, the power supply module includes a voltage output unit and a voltage monitoring unit; when the power supply module fails, sending the third trigger signal to the logic circuit module comprises:

The voltage monitoring unit obtains the output voltage of the voltage output unit;

When the output voltage of the voltage output unit is an abnormal voltage, the voltage monitoring unit sends the first trigger sub-signal to the logic circuit module.
The method according to claim 12, characterized in that the third trigger signal includes the second trigger sub-signal, the power module includes a voltage reduction unit and a voltage comparison unit; when the power module fails, the third trigger signal is sent to the logic circuit module, comprising:

The voltage comparison unit obtains the output voltage of the voltage reduction unit;

When the output voltage of the voltage-reducing unit is less than a specified threshold, the voltage comparison unit sends the second trigger sub-signal to the logic circuit module.
A vehicle light control system, characterized in that the vehicle light control system comprises:

a first headlight module;

N second headlight modules are respectively connected in parallel to the first headlight module, and current input terminals of the N second headlight modules are connected to the current input terminal of the first headlight module to form a common terminal, where N is a natural number greater than 0;

N switch modules, the i-th switch module among the N switch modules is connected to the branch where the i-th second light module among the N second light modules is located, and i is a natural number less than or equal to N;

The electronic controller as claimed in any one of claims 1 to 10, further comprising an output terminal, wherein the output terminal is connected to the N switch modules and directly connected to the common terminal, and the electronic controller is configured to: output a drive signal, wherein the drive signal is used to input the first light module via the common terminal to control the first light module to operate in a first lighting mode, and the drive 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 light modules to operate in a second lighting mode, wherein the operating parameters of the second lighting mode are different from the operating parameters of the first lighting mode.
The vehicle light control system according to claim 15 is characterized in that the driving signal includes a pulse width modulation signal with a specified period, and the i-th switch module includes a timing unit and a switch unit; the switch unit is connected to the branch where the i-th second vehicle light module is located; the timing unit is connected between the output end of the electronic controller and the switch unit in the i-th switch module, and is used to output a specified level signal to the switch unit in the i-th switch module when the specified period is greater than a period threshold, and the specified level signal is used to turn on the branch where the i-th second vehicle light module is located.
The headlight control system according to claim 15 or 16 is characterized in that the N second headlight modules include a first headlight sub-module and a second headlight sub-module, and the first headlight sub-module and the second headlight sub-module are respectively connected in parallel to the first headlight module; the N switch modules include a first switch module and a second switch module, the first switch module is connected to the branch where the first headlight sub-module is located, and the second switch module is connected to the branch where the second headlight sub-module is located; the output end of the electronic controller is connected to the first switch module and the second switch module, and is directly connected to the common end, and the electronic controller is configured to: output a drive signal, the drive signal is used to input the first headlight module via the common end to control the first headlight module to operate in the first lighting mode, and the drive signal is also used to input the first switch module and the second switch module to drive the first switch module and the second switch module to control at least one of the first headlight sub-module and the second headlight sub-module to operate in the second lighting mode.
The vehicle light control system according to claim 17, characterized in that the driving signal comprises The invention comprises a pulse width modulation signal with a specified period, wherein the first switch module comprises a first timing unit and a first switch unit; the first switch unit is connected to the branch where the first headlight sub-module is located; the first timing unit is connected between the output end of the electronic controller and the first switch unit, and is used to output a first specified level signal to the first switch unit when the specified period is greater than a first period threshold, and the first specified level signal is used to turn on the branch where the first headlight sub-module is located; the second switch module comprises a second timing unit and a second switch unit; the second switch unit is connected to the branch where the second headlight sub-module is located; the second timing unit is connected between the output end of the electronic controller and the second switch unit, and is used to output a second specified level signal to the second switch unit when the specified period is greater than a second period threshold, and the second specified level signal is used to turn on the branch where the second headlight sub-module is located, and the second period threshold is greater than the first period threshold.
The headlight control system according to claim 18 is characterized in that the first switch unit includes a first field effect transistor, the drain of the first field effect transistor is connected to the current output end of the first headlight sub-module; the source of the first field effect transistor is connected to the current output end of the first headlight module and is grounded; the gate of the first field effect transistor is connected to the signal output end of the first timing unit; the second switch unit includes a second field effect transistor, the drain of the second field effect transistor is connected to the current output end of the second headlight sub-module; the source of the second field effect transistor is connected to the current output end of the first headlight module and is grounded; the gate of the second field effect transistor is connected to the signal output end of the second timing unit.
The vehicle light control system according to claim 18 is characterized in that the first switch unit includes a third field effect transistor and a fourth field effect transistor; the drain of the third field effect transistor is connected to the current output end of the first vehicle light submodule; the source of the third field effect transistor is connected to the current output end of the first vehicle light module and is grounded; the gate of the third field effect transistor is connected to the drain of the fourth field effect transistor; the gate of the fourth field effect transistor is connected to the signal output end of the first timing unit; the source of the fourth field effect transistor is grounded; the second switch unit includes a fifth field effect transistor and a sixth field effect transistor; the drain of the fifth field effect transistor is connected to the current output end of the second vehicle light submodule; the source of the fifth field effect transistor is connected to the current output end of the first vehicle light module and is grounded; the gate of the fifth field effect transistor is connected to the drain of the sixth field effect transistor; the gate of the sixth field effect transistor is connected to the signal output end of the second timing unit; the source of the sixth field effect transistor is grounded.
The vehicle light control system according to claim 20, characterized in that the first switch unit further comprises a first resistor, one end of the first resistor is connected to the current input terminal of the first vehicle light submodule. input end, and the other end is connected to the gate of the third field effect transistor; the second switch unit also includes a second resistor, one end of the second resistor is connected to the current input end of the second headlight sub-module, and the other end is connected to the gate of the fifth field effect transistor.
The vehicle light control system according to any one of claims 18 to 21 is characterized in that the vehicle light control system also includes a signal sampling module, a signal input end of the signal sampling module is connected to the common end, and a signal output end of the signal sampling module is respectively connected to the signal input ends of the first timing unit and the second timing unit.
The vehicle light control system according to any one of claims 18 to 21 is characterized in that the first vehicle light module includes a plurality of first lamp beads, the first vehicle light sub-module includes a plurality of second lamp beads, and the second vehicle light sub-module includes a plurality of third lamp beads; the plurality of the first lamp beads, the plurality of the second lamp beads and the plurality of the third lamp beads are arranged to form a lamp bead array; and the plurality of the second lamp beads are arranged to form a specified pattern.
A vehicle, comprising: a vehicle body; and a vehicle light control system according to any one of claims 15 to 23, wherein the vehicle light control system is arranged in the vehicle body.