CN110126911B - Unmanned redundant steering device meeting ASIL_D standard and control method thereof - Google Patents
Unmanned redundant steering device meeting ASIL_D standard and control method thereof Download PDFInfo
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- CN110126911B CN110126911B CN201910260459.8A CN201910260459A CN110126911B CN 110126911 B CN110126911 B CN 110126911B CN 201910260459 A CN201910260459 A CN 201910260459A CN 110126911 B CN110126911 B CN 110126911B
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- 230000007246 mechanism Effects 0.000 claims abstract description 58
- 230000009467 reduction Effects 0.000 claims description 44
- 238000004891 communication Methods 0.000 claims description 13
- 230000008859 change Effects 0.000 claims description 9
- 230000005540 biological transmission Effects 0.000 claims description 8
- 238000004088 simulation Methods 0.000 claims description 8
- 230000009471 action Effects 0.000 claims description 6
- 238000012544 monitoring process Methods 0.000 claims description 6
- 206010022562 Intermittent claudication Diseases 0.000 claims description 3
- 208000024980 claudication Diseases 0.000 claims description 3
- 230000004044 response Effects 0.000 claims 4
- 230000005856 abnormality Effects 0.000 claims 1
- 230000005611 electricity Effects 0.000 description 17
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0475—Controlling other elements
- B62D5/0478—Clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
Abstract
The invention relates to the technical field of unmanned driving, and discloses an unmanned redundant steering device meeting a standard ASIL_D, which comprises a steering wheel, a steering column belt intermediate shaft, a first torque and rotation angle sensor, a first speed reducing mechanism, a first electronic control unit ECU, a first motor, an electromagnetic clutch, a second electronic control unit ECU, a second torque and rotation angle sensor, a second motor and a second speed reducing mechanism, wherein the steering wheel is fixedly connected to the top of the steering column belt intermediate shaft, the first torque and rotation angle sensor and the first speed reducing mechanism are both arranged on the steering column belt intermediate shaft, and a steering gear pinion shaft is arranged at the bottom of the steering column belt intermediate shaft. The unmanned redundant steering device meeting the standard ASIL_D can effectively enhance the safety of automobile running by arranging the first electronic control unit ECU, the second electronic control unit ECU and the electromagnetic clutch, adopts complete dual-system redundant control, mutually monitors the system state, and has stable work and high fault tolerance.
Description
Technical Field
The invention relates to the technical field of unmanned aerial vehicles, in particular to an unmanned redundant steering device meeting ASIL_D standards and a control method thereof.
Background
With the gradual maturity of the intelligent technology of the automobile, the unmanned application scene tends to be gradually popularized in the automobile industry. Corresponding to an unmanned scene, an automobile steering system needs a design scheme with higher safety and reliability than conventional driving, and the existing electric power steering system is insufficient to meet the future scene application requirements. At present, in order to meet the safety requirement of the ASIL_D standard, a steering system scheme designed for steer-by-wire and unmanned driving needs a redundant design thought at the system architecture level.
Most of the existing unmanned steering systems do not have the functional redundancy of the system, so that the reliability of the automobile is insufficient in online steering control, the safe running of the automobile is affected, and great potential safety hazards exist.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides the unmanned redundant steering device meeting the ASIL-D standard and the control method thereof, which solve the problems that the existing unmanned steering system is not provided with the functional redundancy of the system, can ensure that the automobile is stable and reliable in the on-line steering process and avoid potential safety hazards.
In order to achieve the above purpose, the present invention provides the following technical solutions:
the utility model provides an unmanned redundant steering device that satisfies ASIL_D standard, includes steering wheel, steering column take jackshaft, first moment of torsion and corner sensor, first reduction gears, first automatically controlled unit ECU, first motor, electromagnetic clutch, second automatically controlled unit ECU, second moment of torsion and corner sensor, second motor, second reduction gears, steering wheel fixed connection is at the top of steering column take jackshaft, first moment of torsion and corner sensor and first reduction gears all set up the outer wall at steering column take jackshaft, the bottom of steering column take jackshaft is provided with the steering gear pinion axle, the top and the second reduction gears swing joint of steering gear pinion axle, the output of first moment of torsion and corner sensor is connected with the input electricity of first automatically controlled unit ECU, the output of second moment of torsion and corner sensor is connected with the input electricity of second automatically controlled unit ECU, the output of first automatically controlled unit ECU is connected with the input electricity of first motor, the output electricity of second motor and second automatically controlled unit ECU and the input electricity of second automatically controlled unit ECU.
The steering gear pinion shaft comprises a left pinion shaft and a right pinion shaft, steering gear racks are meshed with the bottoms of the left pinion shaft and the right pinion shaft, the left pinion shaft is movably connected to the bottom of the second speed reducing mechanism, the right pinion shaft is movably connected to the bottom of the steering column belt intermediate shaft, a left cross rod and a right cross rod are fixedly connected to the side face of the steering gear racks respectively, one end of the left cross rod is fixedly connected with left wheels, and one end of the right cross rod is fixedly connected with right wheels.
Preferably, the first speed reducing mechanism comprises a first speed reducing worm wheel, the bottom of the first speed reducing worm wheel is movably connected with a first speed reducing worm, and an output shaft of the first motor is fixedly connected with one end of the first worm through a coupler.
Preferably, the second speed reducing mechanism comprises a second speed reducing worm wheel, the bottom of the second speed reducing worm wheel is movably connected with a second speed reducing worm, and an output shaft of the second motor is fixedly connected with one end of the second speed reducing worm through a coupler.
Preferably, the first electronic control unit ECU is configured to collect a first torque signal, a first rotation angle signal, a first whole vehicle state signal, a first unmanned command, a first electromagnetic clutch control signal and an electronic control unit ECU communication signal of the steering wheel, and the second electronic control unit ECU is configured to enter the following modes after collecting a second whole vehicle state signal, a second unmanned command, a second torque signal, a second rotation angle signal, a second electromagnetic clutch control signal and an electronic control unit ECU communication signal of the steering wheel:
1) Auxiliary driving normal operation mode:
the electromagnetic clutch is disconnected, the first electronic control unit ECU and the first motor play roles in providing road feel and system safety monitoring, and in the mode, the first electronic control unit ECU can change steering transmission ratio according to the vehicle speed and the setting of a driver, so that different driving styles are realized.
The electromagnetic clutch is disconnected, and the second electronic control unit ECU and the second motor play a role in assisting steering operation of a driver.
2) Auxiliary driving limp mode:
the corresponding loop of the second electric control unit ECU fails, the electromagnetic clutch is closed, and the first electric control unit ECU and the first motor provide steering assistance to assist the driver in steering operation.
3) Unmanned normal mode
The electromagnetic clutch is disconnected, and the first electronic control unit ECU plays a role in system monitoring;
the second electronic control unit ECU and the second motor play a role in executing unmanned steering operation.
4) Unmanned fault mode
And the corresponding loop of the second electronic control unit ECU fails, the electromagnetic clutch is closed, the first electronic control unit ECU and the first motor provide continuous unmanned steering operation execution, and the abnormal steering system is fed back to the whole vehicle system.
Preferably, the system is used for assisting the driving in the normal working mode, and the specific contents are as follows:
When the auxiliary driving working mode is adopted, the first electronic control unit ECU judges the input intention of a driver through collecting signals of the first torque and the rotation angle sensor, and transmits the intention to the second electronic control unit ECU, the second electronic control unit ECU simultaneously collects signal states of the second torque and the rotation angle sensor and controls the second motor, steering force is transmitted to a steering rack, a left cross rod and a right cross rod through a mechanical second speed reducing mechanism, a left pinion shaft and a right pinion shaft, steering actions of left wheels and right wheels are controlled, at the moment, the electromagnetic clutch is disconnected, the first electronic control unit ECU controls the first motor to generate a road feel simulation moment according to the first rotation angle signal and the vehicle speed signal, and provides driving steering handfeel for the driver through the mechanical first speed reducing mechanism.
When the first electric control unit ECU collects first torque signals of the first torque and rotation angle sensors and the first rotation angle signals are clockwise, the first electric control unit ECU sends rotation angle target positions to the second electric control unit ECU, the second electric control unit ECU calculates torque required for reaching the target positions according to the second torque and the positions of the current steering gear racks identified by the rotation angle sensors, controls the second motor to output corresponding torque, achieves forward rotation of the second motor, reduces speed and increases torque through a speed reducing mechanism, transmits the torque to a left pinion shaft and a right pinion shaft, is meshed with a steering gear rack by the left pinion shaft, the right pinion shaft and the steering gear rack, pushes the steering gear rack to move rightwards and drives the left cross rod and the right cross rod to rotate rightwards, and the left wheels and the right wheels are pulled by the left cross rod and the right cross rod respectively, so that clockwise steering instructions are completed.
When the first electric control unit ECU collects first torque signals of the first torque and rotation angle sensors and the first rotation angle signals are anticlockwise, the first electric control unit ECU sends rotation angle target positions to the second electric control unit ECU, the second electric control unit ECU calculates torque required for reaching the target positions according to the second torque and the positions of the current steering gear racks identified by the rotation angle sensors, controls the second motor to output corresponding torque, achieves inversion of the second motor, and achieves speed reduction and torque increase through a speed reduction mechanism, the torque is transmitted to a left pinion shaft and a right pinion shaft, the left pinion shaft, the right pinion shaft and the steering gear racks are meshed, the steering gear racks are pushed to move leftwards, the left cross bar and the right cross bar are driven to rotate leftwards, and left wheels and right wheels are pulled by the left cross bar and the right cross bar respectively, so that anticlockwise steering instructions are completed.
Preferably, the specific content of the auxiliary driving claudication mode is as follows:
the first electronic control unit ECU and the second electronic control unit ECU monitor working states mutually, and once the second electronic control unit ECU, the second motor or the second torque and rotation angle sensor fails, the first electronic control unit ECU and the second electronic control unit ECU control the electromagnetic clutch to be closed, the first electronic control unit ECU exits from the road feel simulation state at the moment and controls the first motor to provide steering auxiliary torque according to the first torque and rotation angle sensor signal and the vehicle speed signal.
When the first electric control unit ECU collects the first torque signal and the first rotation angle signal of the first torque and rotation angle sensor to be clockwise, the first electric control unit ECU controls the first motor to output corresponding torque, the corresponding torque is reduced and increased through the reduction mechanism and transmitted to the left pinion shaft and the right pinion shaft, the left pinion shaft, the right pinion shaft and the steering gear rack are meshed to push the steering gear rack to move rightwards and drive the left cross rod and the right cross rod to rotate rightwards, and the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, so that a clockwise steering instruction is completed.
When the first electric control unit ECU collects the first torque signal and the first rotation angle signal of the first torque and rotation angle sensor to be anticlockwise, the first electric control unit ECU controls the first motor to output corresponding torque, the corresponding torque is reduced and increased through the reduction mechanism and transmitted to the left pinion shaft and the right pinion shaft, the left pinion shaft, the right pinion shaft and the steering gear rack are meshed to push the steering gear rack to move leftwards and drive the left cross rod and the right cross rod to rotate leftwards, the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, and anticlockwise steering instructions are completed.
Preferably, the specific content of the unmanned normal mode is as follows:
The electromagnetic clutch is disconnected, the second electronic control unit ECU is used as a main control, receives an external unmanned instruction, controls the second motor and the mechanical second speed reducing mechanism to realize unmanned operation, and the first electronic control unit ECU is used as an auxiliary control to monitor the state of the system at any time.
When the second electronic control unit ECU collects that the second torque signal and the second rotation angle signal instruction of the external unmanned target are clockwise, the second electronic control unit ECU calculates the moment required to reach the target position according to the second torque and the position of the current steering gear rack identified by the rotation angle sensor, controls the second motor to output the corresponding moment, realizes the forward rotation of the second motor, reduces the speed and increases the torque through the second reduction mechanism, transmits the torque to the left pinion shaft and the right pinion shaft, is meshed by the left pinion shaft, the right pinion shaft and the steering gear rack, pushes the steering gear rack to move rightwards, drives the left cross rod and the right cross rod to rotate rightwards, and the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, so that the clockwise unmanned steering instruction is completed.
When the second electronic control unit ECU collects that the second torque signal and the second rotation angle signal instruction of the external unmanned target are anticlockwise, the second electronic control unit ECU calculates the torque required for reaching the target position according to the second torque and the position of the current steering gear rack identified by the rotation angle sensor, controls the second motor to output the corresponding torque, realizes the inversion of the second motor, reduces the speed and increases the torque through the second reduction mechanism, transmits the torque to the left pinion shaft and the right pinion shaft, is meshed by the left pinion shaft, the right pinion shaft and the steering gear rack, pushes the steering gear rack to move leftwards, drives the left cross rod and the right cross rod to rotate leftwards, and the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, so that the anticlockwise unmanned steering instruction is completed.
The unmanned fault mode comprises the following specific contents:
once the second electric control unit ECU, the second motor or the second torque and rotation angle sensor fails, the first electric control unit ECU controls the electromagnetic clutch to be closed, and simultaneously receives an external unmanned instruction, and the unmanned steering operation is continuously realized by controlling the first motor.
When the first electronic control unit ECU collects an external unmanned first torque signal and a first rotation angle signal instruction is clockwise, the first electronic control unit ECU calculates the moment required to reach a target position according to the first torque and the position of a current steering gear rack identified by a rotation angle sensor, controls a first motor to output corresponding moment, achieves forward rotation of the first motor, reduces speed and increases torque through a speed reducing mechanism, transmits the torque to a left pinion shaft and a right pinion shaft, is meshed by the left pinion shaft, the right pinion shaft and the steering gear rack, pushes the steering gear rack to move rightwards, drives a left cross rod and a right cross rod to rotate rightwards, and the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, so that the clockwise unmanned steering instruction is completed.
When the first electronic control unit ECU collects the first torque signal of the external unmanned target and the first rotation angle signal instruction is anticlockwise, the first electronic control unit ECU calculates the torque required for reaching the target position according to the first torque and the position of the current steering gear rack identified by the rotation angle sensor, controls the first motor to output the corresponding torque, realizes the reverse rotation of the first motor, reduces the speed and increases the torque through the speed reducing mechanism, transmits the torque to the left pinion shaft and the right pinion shaft, is meshed by the left pinion shaft, the right pinion shaft and the steering gear rack, pushes the steering gear rack to move leftwards, drives the left cross rod and the right cross rod to rotate rightwards, and the left wheel and the right wheel are pulled by the left cross rod and the right cross rod respectively, so that the anticlockwise unmanned steering instruction is completed.
The invention provides an unmanned redundant steering device meeting ASIL_D standard and a control method thereof, which have the following beneficial effects:
(1) The invention can effectively enhance the safety of the automobile running by arranging the first electronic control unit ECU, the second electronic control unit ECU and the electromagnetic clutch, adopts complete dual-system redundancy control, monitors the system states mutually, has stable work and high fault tolerance, solves the problems that the existing unmanned steering system does not have the functional redundancy of the system, can ensure the automobile to be stable and reliable in the on-line steering and avoid potential safety hazards.
(2) The auxiliary steering mode can change the driving hand feeling through adjustment of the transmission ratio, and meets the difference of driving styles.
(3) When the electromagnetic clutch is disconnected, the hand feeling of a driver is realized by adopting the driving simulation moment, and the problems of vibration and noise of the steering wheel can be avoided.
(4) The invention can be used in the hardware and mechanical architecture technology of the existing product tubular electric power steering system and the double pinion shaft power steering system or the rack power steering system, and realizes the unmanned solution of the redundant system with minimum structural change and software upgrading, thereby having small impact on industry.
Drawings
Fig. 1 is a schematic diagram of an unmanned redundant steering apparatus satisfying asil_d criteria in accordance with the present invention.
In the figure: the steering wheel comprises a steering wheel body, a steering column middle shaft, a first torque and rotation angle sensor, a first speed reducing mechanism, a first electric control unit ECU, a first motor, an electromagnetic clutch 7, a second electric control unit ECU, a second torque and rotation angle sensor, a second motor 10, a second speed reducing mechanism 11, a steering wheel 12, a left pinion shaft, a right pinion shaft 14, a steering rack 15, a left cross rod 16, a right cross rod 17, a left wheel 18, a right wheel 19, a first speed reducing worm gear 20, a first speed reducing worm gear 21, a second speed reducing worm gear 22, a second speed reducing worm gear 23, a first torque signal, a first rotation angle signal b, a first vehicle state signal d, a first unmanned command, a first electromagnetic clutch control signal e, a communication signal f of the electric control unit ECU, a second vehicle state signal g, a second vehicle state signal h, a second unmanned command, a second torque signal i, a second rotation angle signal j and a second electromagnetic clutch control signal k.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Example 1:
as shown in fig. 1, the present invention provides a technical solution: the utility model provides an unmanned redundant steering device that satisfies ASIL_D standard, including steering wheel 1, steering column takes jackshaft 2, first moment of torsion and corner sensor 3, first reduction gears 4, first automatically controlled unit ECU5, first motor 6, electromagnetic clutch 7, second automatically controlled unit ECU8, second moment of torsion and corner sensor 9, second motor 10, second reduction gears 11, steering wheel 1 fixed connection is at the top of steering column takes jackshaft 2, first moment of torsion and corner sensor 3 and first reduction gears 4 all set up at steering column takes jackshaft 2's outer wall, steering column takes jackshaft 2's bottom to be provided with steering gear 12, the top and the second reduction gears 11 swing joint of steering gear 12, the output of first moment of torsion and corner sensor 3 is connected with the input of first automatically controlled unit ECU5, the output of second moment of torsion and corner sensor 9 is connected with the input of second automatically controlled unit ECU8 electricity, the output of first automatically controlled unit ECU5 and the output of second automatically controlled unit ECU8 electricity is connected with the input of first automatically controlled unit ECU8, the output of first automatically controlled unit ECU5 and the second automatically controlled unit ECU 10 is connected with the input of second automatically controlled unit ECU8 electricity respectively.
The steering gear 12 comprises a left pinion shaft 13, a right pinion shaft 14 and a steering gear rack 15, wherein the bottoms of the left pinion shaft 13 and the right pinion shaft 14 are respectively meshed with the steering gear rack 15, the left pinion shaft 13 is movably connected to the bottom of the second speed reduction mechanism 11, the right pinion shaft 14 is movably connected to the bottom of the steering column belt intermediate shaft 2, the side surface of the steering gear rack 15 is respectively fixedly connected with a left cross rod 16 and a right cross rod 17, one end of the left cross rod 16 is fixedly connected with a left wheel 18, and one end of the right cross rod 17 is fixedly connected with a right wheel 19.
The first speed reducing mechanism 4 comprises a first speed reducing worm wheel 20, a first speed reducing worm 21 is movably connected to the bottom of the first speed reducing worm wheel 20, and an output shaft of the first motor 6 is fixedly connected with one end of the first worm through a coupler.
The second speed reducing mechanism 11 comprises a second speed reducing worm wheel 22, a second speed reducing worm 23 is movably connected to the bottom of the second speed reducing worm wheel 22, and an output shaft of the second motor 10 is fixedly connected with one end of the second speed reducing worm 23 through a coupler.
The first electronic control unit ECU5 acquires a first torque signal a, a first rotation angle signal b, a first whole vehicle state signal c, a first unmanned command d, a first electromagnetic clutch control signal e and an electronic control unit ECU communication signal f of the steering wheel 1, and the second electronic control unit ECU8 acquires a second whole vehicle state signal g, a second unmanned command h, a second torque signal i, a second rotation angle signal j, a second electromagnetic clutch control signal k and an electronic control unit ECU communication signal f of the steering wheel 1 and then enters the following modes:
Auxiliary driving normal operation mode:
the electromagnetic clutch 7 is disconnected, the first electronic control unit ECU5 and the first motor 6 play a role in providing road feel and a system safety monitoring role, and in the mode, the first electronic control unit ECU5 can change the steering transmission ratio according to the vehicle speed and the driver setting, so that different driving styles are realized.
The electromagnetic clutch 7 is disconnected, and the second electronic control unit ECU8 and the second motor 10 function to assist the steering operation of the driver.
The system assisted driving normal working mode comprises the following specific contents:
in the auxiliary driving working mode, the first electronic control unit ECU5 judges the input intention of a driver by collecting signals of the first torque and rotation angle sensor 3, transmits the intention to the second electronic control unit ECU8, and the second electronic control unit ECU8 simultaneously collects the signal states of the second torque and rotation angle sensor 9 and controls the second motor 10, and transmits steering force to the steering rack 15, the left cross bar 16 and the right cross bar 17 through the mechanical second speed reducing mechanism 11, the left pinion shaft 13 and the right pinion shaft 14 to control the steering actions of the left wheels 18 and the right wheels 19, at the moment, the electromagnetic clutch 7 is disconnected, and the first electronic control unit ECU5 controls the first motor 6 to generate road feel simulation moment according to the first rotation angle signal b and the vehicle speed signal and provides driving steering hand feeling for the driver through the mechanical first speed reducing mechanism 4.
When the first electric control unit ECU5 collects the first torque signal a and the first rotation angle signal b of the first torque and rotation angle sensor 3 to be clockwise, the first electric control unit ECU5 sends the rotation angle target position to the second electric control unit ECU8, the second electric control unit ECU8 calculates the moment required for reaching the target position according to the second torque and the current position of the steering gear rack 15 identified by the rotation angle sensor 9, the second motor 10 is controlled to output the corresponding moment, the second motor 10 rotates positively, the torque is reduced and increased through a speed reducing mechanism, the torque is transmitted to the left pinion shaft 13 and the right pinion shaft 14, the left pinion shaft 13, the right pinion shaft 14 and the steering gear rack 15 are meshed, the steering gear rack 15 is pushed to move rightwards, the left cross bar 16 and the right cross bar 17 are driven to rotate rightwards, the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, and the clockwise steering instruction is completed.
When the first electric control unit ECU5 collects a first torque signal a and a first rotation angle signal b of the first torque and rotation angle sensor 3 to be anticlockwise, the first electric control unit ECU5 sends a rotation angle target position to the second electric control unit ECU8, the second electric control unit ECU8 calculates a moment required to reach the target position according to the second torque and the position of the current steering gear rack 15 identified by the rotation angle sensor 9, the second motor 10 is controlled to output a corresponding moment, the second motor 10 is reversely rotated, the torque is reduced and increased through a speed reducing mechanism, the torque is transmitted to the left pinion shaft 13 and the right pinion shaft 14, the left pinion shaft 13, the right pinion shaft 14 and the steering gear rack 15 are meshed, the steering gear rack 15 is pushed to move leftwards, the left cross bar 16 and the right cross bar 17 are driven to rotate leftwards, the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, and anticlockwise steering instructions are completed.
In summary, the invention can effectively enhance the running safety of the automobile by arranging the first electronic control unit ECU5, the second electronic control unit ECU8 and the electromagnetic clutch 7, adopts the complete dual-system redundancy control, mutually monitors the system state, has stable work and high fault tolerance, and the auxiliary steering mode can change the driving hand feeling through the adjustment of the transmission ratio to meet the difference of driving styles.
Example 2:
as shown in fig. 1, the present invention provides a technical solution: the utility model provides an unmanned redundant steering device that satisfies ASIL_D standard, including steering wheel 1, steering column takes jackshaft 2, first moment of torsion and corner sensor 3, first reduction gears 4, first automatically controlled unit ECU5, first motor 6, electromagnetic clutch 7, second automatically controlled unit ECU8, second moment of torsion and corner sensor 9, second motor 10, second reduction gears 11, steering wheel 1 fixed connection is at the top of steering column takes jackshaft 2, first moment of torsion and corner sensor 3 and first reduction gears 4 all set up at steering column takes jackshaft 2's outer wall, steering column takes jackshaft 2's bottom to be provided with steering gear 12, the top and the second reduction gears 11 swing joint of steering gear 12, the output of first moment of torsion and corner sensor 3 is connected with the input of first automatically controlled unit ECU5, the output of second moment of torsion and corner sensor 9 is connected with the input of second automatically controlled unit ECU8 electricity, the output of first automatically controlled unit ECU5 and the output of second automatically controlled unit ECU8 electricity is connected with the input of first automatically controlled unit ECU8, the output of first automatically controlled unit ECU5 and the second automatically controlled unit ECU 10 is connected with the input of second automatically controlled unit ECU8 electricity respectively.
The steering gear pinion shaft 12 comprises a left pinion shaft 13, a right pinion shaft 14 and a steering gear rack 15, the bottoms of the left pinion shaft 13 and the right pinion shaft 14 are respectively meshed with the steering gear rack 15, the left pinion shaft 13 is movably connected to the bottom of the second speed reduction mechanism 11, the right pinion shaft 14 is movably connected to the bottom of the steering column belt intermediate shaft 2, the side surface of the steering gear rack 15 is respectively fixedly connected with a left cross rod 16 and a right cross rod 17, one end of the left cross rod 16 is fixedly connected with a left wheel 18, and one end of the right cross rod 17 is fixedly connected with a right wheel 19.
The first speed reducing mechanism 4 comprises a first speed reducing worm wheel 20, a first speed reducing worm 21 is movably connected to the bottom of the first speed reducing worm wheel 20, and an output shaft of the first motor 6 is fixedly connected with one end of the first worm through a coupler.
The second speed reducing mechanism 11 comprises a second speed reducing worm wheel 22, a second speed reducing worm 23 is movably connected to the bottom of the second speed reducing worm wheel 22, and an output shaft of the second motor 10 is fixedly connected with one end of the second speed reducing worm 23 through a coupler.
The first electronic control unit ECU5 acquires a first torque signal a, a first rotation angle signal b, a first whole vehicle state signal c, a first unmanned command d, a first electromagnetic clutch control signal e and an electronic control unit ECU communication signal f of the steering wheel 1, and the second electronic control unit ECU8 acquires a second whole vehicle state signal g, a second unmanned command h, a second torque signal i, a second rotation angle signal j, a second electromagnetic clutch control signal k and an electronic control unit ECU communication signal f of the steering wheel 1 and then enters the following modes:
Auxiliary driving limp mode:
the corresponding loop of the second electric control unit ECU8 fails, the electromagnetic clutch 7 is closed, and the first electric control unit ECU5 and the first motor 6 provide steering operation functions of a steering assistance driver.
The driving assisting claudication mode comprises the following specific contents:
the first electronic control unit ECU5 and the second electronic control unit ECU8 monitor the working states of each other, and once the second electronic control unit ECU8, the second motor 10 or the second torque and rotation angle sensor 9 fails, the first electronic control unit ECU5 and the second electronic control unit ECU8 control the electromagnetic clutch 7 to be closed, the first electronic control unit ECU5 exits the road feel simulation state at this time and controls the first motor 6 to provide steering assist torque according to the first torque and rotation angle sensor 3 signal and the vehicle speed signal.
When the first electric control unit ECU5 collects the first torque signal a and the first rotation angle signal b of the first torque and rotation angle sensor 3 to be clockwise, the first electric control unit ECU5 controls the first motor 6 to output corresponding torque, and the corresponding torque is reduced and increased through the reduction mechanism, and is transmitted to the left pinion shaft 13 and the right pinion shaft 14, and is meshed by the left pinion shaft 13, the right pinion shaft 14 and the steering rack 15 to push the steering rack 15 to move rightwards and drive the left cross bar 16 and the right cross bar 17 to rotate rightwards, the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, and the clockwise steering instruction is completed.
When the first electric control unit ECU5 collects the first torque signal a and the first rotation angle signal b of the first torque and rotation angle sensor 3 to be clockwise and anticlockwise, the first electric control unit ECU5 controls the first motor 6 to output corresponding torque, the corresponding torque is reduced and increased through the reduction mechanism and transmitted to the left pinion shaft 13 and the right pinion shaft 14, the left pinion shaft 13, the right pinion shaft 14 and the steering gear rack 15 are meshed, the steering gear rack 15 is pushed to move leftwards, the left cross bar 16 and the right cross bar 17 are driven to rotate leftwards, the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, and anticlockwise steering instructions are completed.
In summary, the invention can effectively enhance the running safety of the automobile by arranging the first electronic control unit ECU5, the second electronic control unit ECU8 and the electromagnetic clutch 7, adopts the complete dual-system redundancy control, mutually monitors the system state, has stable work and high fault tolerance, and the auxiliary steering mode can change the driving hand feeling through the adjustment of the transmission ratio to meet the difference of driving styles.
Example 3:
as shown in fig. 1, the present invention provides a technical solution: the utility model provides an unmanned redundant steering device that satisfies ASIL_D standard, including steering wheel 1, steering column takes jackshaft 2, first moment of torsion and corner sensor 3, first reduction gears 4, first automatically controlled unit ECU5, first motor 6, electromagnetic clutch 7, second automatically controlled unit ECU8, second moment of torsion and corner sensor 9, second motor 10, second reduction gears 11, steering wheel 1 fixed connection is at the top of steering column takes jackshaft 2, first moment of torsion and corner sensor 3 and first reduction gears 4 all set up at steering column takes jackshaft 2's outer wall, steering column takes jackshaft 2's bottom to be provided with steering gear 12, the top and the second reduction gears 11 swing joint of steering gear 12, the output of first moment of torsion and corner sensor 3 is connected with the input of first automatically controlled unit ECU5, the output of second moment of torsion and corner sensor 9 is connected with the input of second automatically controlled unit ECU8 electricity, the output of first automatically controlled unit ECU5 and the output of second automatically controlled unit ECU8 electricity is connected with the input of first automatically controlled unit ECU8, the output of first automatically controlled unit ECU5 and the second automatically controlled unit ECU 10 is connected with the input of second automatically controlled unit ECU8 electricity respectively.
The steering gear pinion shaft 12 comprises a left pinion shaft 13, a right pinion shaft 14 and a steering gear rack 15, the bottoms of the left pinion shaft 13 and the right pinion shaft 14 are respectively meshed with the steering gear rack 15, the left pinion shaft 13 is movably connected to the bottom of the second speed reduction mechanism 11, the right pinion shaft 14 is movably connected to the bottom of the steering column belt intermediate shaft 2, the side surface of the steering gear rack 15 is respectively fixedly connected with a left cross rod 16 and a right cross rod 17, one end of the left cross rod 16 is fixedly connected with a left wheel 18, and one end of the right cross rod 17 is fixedly connected with a right wheel 19.
The first speed reducing mechanism 4 comprises a first speed reducing worm wheel 20, a first speed reducing worm 21 is movably connected to the bottom of the first speed reducing worm wheel 20, and an output shaft of the first motor 6 is fixedly connected with one end of the first worm through a coupler.
The second speed reducing mechanism 11 comprises a second speed reducing worm wheel 22, a second speed reducing worm 23 is movably connected to the bottom of the second speed reducing worm wheel 22, and an output shaft of the second motor 10 is fixedly connected with one end of the second speed reducing worm 23 through a coupler.
The first electronic control unit ECU5 acquires a first torque signal a, a first rotation angle signal b, a first whole vehicle state signal c, a first unmanned command d, a first electromagnetic clutch control signal e and an electronic control unit ECU communication signal f of the steering wheel 1, and the second electronic control unit ECU8 acquires a second whole vehicle state signal g, a second unmanned command h, a second torque signal i, a second rotation angle signal j, a second electromagnetic clutch control signal k and an electronic control unit ECU communication signal f of the steering wheel 1 and then enters the following modes:
Unmanned normal mode
The electromagnetic clutch 7 is disconnected, and the first electronic control unit ECU5 plays a role in system monitoring.
The second electronic control unit ECU8 and the second motor 10 function to perform unmanned steering operations.
The specific contents of the unmanned normal mode are as follows:
the electromagnetic clutch 7 is disconnected, the second electronic control unit ECU8 serves as a main control, receives an external unmanned instruction, controls the second motor 10 and the mechanical second speed reduction mechanism 11 to realize unmanned operation, and the first electronic control unit ECU5 serves as an auxiliary control to monitor the system state at any time.
When the second electronic control unit ECU8 collects the second torque signal i and the second rotation angle signal j of the external unmanned target to be clockwise, the second electronic control unit ECU8 calculates the torque required for reaching the target position according to the second torque and the position of the current steering rack 15 identified by the rotation angle sensor 9, controls the second motor 10 to output the corresponding torque, realizes the forward rotation of the second motor 10, and transmits the torque to the left pinion shaft 13 and the right pinion shaft 14 through the second reduction mechanism 11, and is meshed by the left pinion shaft 13, the right pinion shaft 14 and the steering rack 15 to push the steering rack 15 to move rightwards and drive the left cross bar 16 and the right cross bar 17 to rotate rightwards, and the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, so that the clockwise unmanned steering instruction is completed.
When the second electronic control unit ECU8 collects the second torque signal i and the second rotation angle signal j of the external unmanned target and instructs the second electronic control unit ECU8 to be anticlockwise, the second electronic control unit ECU8 calculates the torque required for reaching the target position according to the second torque and the current position of the steering rack 15 identified by the rotation angle sensor 9, controls the second motor 10 to output the corresponding torque, achieves the inversion of the second motor 10, and transmits the torque to the left pinion shaft 13 and the right pinion shaft 14 through the second reduction mechanism 11, and is meshed by the left pinion shaft 13, the right pinion shaft 14 and the steering rack 15 to push the steering rack 15 to move leftwards and drive the left cross bar 16 and the right cross bar 17 to rotate leftwards, and the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, so that the anticlockwise unmanned steering instruction is completed.
In summary, the invention can effectively enhance the running safety of the automobile by arranging the first electronic control unit ECU5, the second electronic control unit ECU8 and the electromagnetic clutch 7, adopts the complete dual-system redundancy control, mutually monitors the system state, has stable work and high fault tolerance, and the auxiliary steering mode can change the driving hand feeling through the adjustment of the transmission ratio to meet the difference of driving styles.
Example 4:
as shown in fig. 1, the present invention provides a technical solution: the utility model provides an unmanned redundant steering device that satisfies ASIL_D standard, including steering wheel 1, steering column takes jackshaft 2, first moment of torsion and corner sensor 3, first reduction gears 4, first automatically controlled unit ECU5, first motor 6, electromagnetic clutch 7, second automatically controlled unit ECU8, second moment of torsion and corner sensor 9, second motor 10, second reduction gears 11, steering wheel 1 fixed connection is at the top of steering column takes jackshaft 2, first moment of torsion and corner sensor 3 and first reduction gears 4 all set up at steering column takes jackshaft 2's outer wall, steering column takes jackshaft 2's bottom to be provided with steering gear 12, the top and the second reduction gears 11 swing joint of steering gear 12, the output of first moment of torsion and corner sensor 3 is connected with the input of first automatically controlled unit ECU5, the output of second moment of torsion and corner sensor 9 is connected with the input of second automatically controlled unit ECU8 electricity, the output of first automatically controlled unit ECU5 and the output of second automatically controlled unit ECU8 electricity is connected with the input of first automatically controlled unit ECU8, the output of first automatically controlled unit ECU5 and the second automatically controlled unit ECU 10 is connected with the input of second automatically controlled unit ECU8 electricity respectively.
The steering gear 12 comprises a left pinion shaft 13, a right pinion shaft 14 and a steering gear rack 15, the bottoms of the left pinion shaft 13 and the right pinion shaft 14 are respectively meshed with the steering gear rack 15, the left pinion shaft 13 is movably connected to the bottom of the second speed reduction mechanism 11, the right pinion shaft 14 is movably connected to the bottom of the steering column belt intermediate shaft 2, the side surface of the steering gear rack 15 is respectively fixedly connected with a left cross rod 16 and a right cross rod 17, one end of the left cross rod 16 is fixedly connected with a left wheel 18, and one end of the right cross rod 17 is fixedly connected with a right wheel 19.
The first speed reducing mechanism 4 comprises a first speed reducing worm wheel 20, a first speed reducing worm 21 is movably connected to the bottom of the first speed reducing worm wheel 20, and an output shaft of the first motor 6 is fixedly connected with one end of the first worm through a coupler.
The second speed reducing mechanism 11 comprises a second speed reducing worm wheel 22, a second speed reducing worm 23 is movably connected to the bottom of the second speed reducing worm wheel 22, and an output shaft of the second motor 10 is fixedly connected with one end of the second speed reducing worm 23 through a coupler.
The first electronic control unit ECU5 acquires a first torque signal a, a first rotation angle signal b, a first whole vehicle state signal c, a first unmanned command d, a first electromagnetic clutch control signal e and an electronic control unit ECU communication signal f of the steering wheel 1, and the second electronic control unit ECU8 acquires a second whole vehicle state signal g, a second unmanned command h, a second torque signal i, a second rotation angle signal j, a second electromagnetic clutch control signal k and an electronic control unit ECU communication signal f of the steering wheel 1 and then enters the following modes:
Unmanned failure mode:
the corresponding loop of the second electronic control unit ECU8 fails, the electromagnetic clutch 7 is closed, the first electronic control unit ECU5 and the first motor 6 provide continuous unmanned steering operation, and the abnormal steering system is fed back to the whole vehicle system.
The unmanned fault mode comprises the following specific contents:
once the second electronic control unit ECU8, the second motor 10 or the second torque and rotation angle sensor 9 fails, the first electronic control unit ECU5 will control the electromagnetic clutch 7 to be closed, and simultaneously receive an external unmanned instruction, and continue to implement unmanned steering operation by controlling the first motor 6.
When the first electronic control unit ECU5 collects the external unmanned first torque signal a and the first rotation angle signal b to be clockwise, the first electronic control unit ECU5 calculates the torque required for reaching the target position according to the first torque and the current position of the steering rack 15 identified by the rotation angle sensor 3, controls the first motor 6 to output the corresponding torque, realizes the forward rotation of the first motor 6, and transmits the torque to the left pinion shaft 13 and the right pinion shaft 14 through the speed reduction mechanism, and is meshed by the left pinion shaft 13, the right pinion shaft 14 and the steering rack 15 to push the steering rack 15 to move rightwards and drive the left cross bar 16 and the right cross bar 17 to rotate rightwards, and the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, so that the clockwise unmanned steering instruction is completed.
When the first electronic control unit ECU5 collects the first torque signal a of the external unmanned target and the first rotation angle signal b are instructed to be anticlockwise, the first electronic control unit ECU5 calculates the torque required for reaching the target position according to the first torque and the position of the current steering rack 15 identified by the rotation angle sensor 3, controls the first motor 6 to output the corresponding torque, achieves the inversion of the first motor 6, and transmits the torque to the left pinion shaft 13 and the right pinion shaft 14 through the speed reduction mechanism, the torque is meshed by the left pinion shaft 13, the right pinion shaft 14 and the steering rack 15, the steering rack 15 is pushed to move leftwards, the left cross bar 16 and the right cross bar 17 are driven to rotate rightwards, the left wheel 18 and the right wheel 19 are pulled by the left cross bar 16 and the right cross bar 17 respectively, and the anticlockwise unmanned steering instruction is completed.
In summary, the invention can effectively enhance the running safety of the automobile by arranging the first electronic control unit ECU5, the second electronic control unit ECU8 and the electromagnetic clutch 7, adopts the complete dual-system redundancy control, mutually monitors the system state, has stable work and high fault tolerance, and the auxiliary steering mode can change the driving hand feeling through the adjustment of the transmission ratio to meet the difference of driving styles.
It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (8)
1. The utility model provides an unmanned redundant steering device who satisfies ASIL_D standard, includes steering wheel (1), steering column takes jackshaft (2), first moment of torsion and corner sensor (3), first reduction gears (4), first automatically controlled unit ECU (5), first motor (6), electromagnetic clutch (7), second automatically controlled unit ECU (8), second moment of torsion and corner sensor (9), second motor (10), second reduction gears (11), its characterized in that: the steering wheel (1) is fixedly connected to the top of a steering column belt intermediate shaft (2), a first torque and rotation angle sensor (3) and a first speed reducing mechanism (4) are arranged on the steering column belt intermediate shaft (2), a steering gear (12) is arranged at the bottom of the steering column belt intermediate shaft (2), the top of the steering gear (12) is movably connected with a second speed reducing mechanism (11), the output end of the first torque and rotation angle sensor (3) is electrically connected with the input end of a first electric control unit ECU (5), the output end of a second torque and rotation angle sensor (9) is electrically connected with the input end of a second electric control unit ECU (8), the output end of the first electric control unit ECU (5) is electrically connected with the input end of a first motor (6), the output end of the second electric control unit ECU (8) is electrically connected with the input end of a second motor (10), and the output ends of the first electric control unit ECU (5) and the second electric control unit ECU (8) are respectively electrically connected with the input ends of a clutch (7);
The steering gear (12) comprises a left pinion shaft (13), a right pinion shaft (14) and a steering gear rack (15), the bottoms of the left pinion shaft (13) and the right pinion shaft (14) are respectively meshed with the steering gear rack (15), the left pinion shaft (13) is movably connected to the bottom of the second speed reducing mechanism (11), the right pinion shaft (14) is movably connected to the bottom of the steering column belt intermediate shaft (2), the side surfaces of the steering gear rack (15) are respectively fixedly connected with a left cross rod (16) and a right cross rod (17), one end of the left cross rod (16) is fixedly connected with a left wheel (18), and one end of the right cross rod (17) is fixedly connected with a right wheel (19).
2. An unmanned redundant steering apparatus that meets the asil_d standard according to claim 1, wherein: the first speed reducing mechanism (4) comprises a first speed reducing worm wheel (20), a first speed reducing worm (21) is movably connected to the bottom of the first speed reducing worm wheel (20), and an output shaft of the first motor (6) is fixedly connected with one end of the first worm (21) through a coupler.
3. An unmanned redundant steering apparatus that meets the asil_d standard according to claim 1, wherein: the second speed reducing mechanism (11) comprises a second speed reducing worm wheel (22), a second speed reducing worm (23) is movably connected to the bottom of the second speed reducing worm wheel (22), and an output shaft of the second motor (10) is fixedly connected with one end of the second speed reducing worm (23) through a coupler.
4. A control method of an unmanned redundant steering apparatus satisfying asil_d standard according to any one of claims 1 to 3, characterized in that: the first electronic control unit ECU (5) is used for acquiring a first torque signal (a), a first rotation angle signal (b), a first whole vehicle state signal (c), a first unmanned command (d), a first electromagnetic clutch control signal (e) and an electronic control unit ECU communication signal (f) of the steering wheel (1), and the second electronic control unit ECU (8) is used for acquiring a second whole vehicle state signal (g), a second unmanned command (h), a second torque signal (i), a second rotation angle signal (j), a second electromagnetic clutch control signal (k) and the electronic control unit ECU communication signal (f) of the steering wheel (1) and then enters the following modes:
1) Auxiliary driving normal operation mode:
the electromagnetic clutch (7) is disconnected, the first electronic control unit ECU (5) and the first motor (6) play roles in providing road feel and system safety monitoring, and in the mode, the first electronic control unit ECU (5) can change steering transmission ratio according to the vehicle speed and the setting of a driver, so that different driving styles are realized;
the electromagnetic clutch (7) is disconnected, and the second electronic control unit ECU (8) and the second motor (10) play roles in assisting steering operation of a driver;
2) Auxiliary driving limp mode:
the corresponding loop of the second electronic control unit ECU (8) fails, the electromagnetic clutch (7) is closed, and the first electronic control unit ECU (5) and the first motor (6) provide steering assistance to assist the steering operation of the driver;
3) Unmanned normal mode
The electromagnetic clutch (7) is disconnected, and the first electronic control unit ECU (5) plays a role in system monitoring;
the second electronic control unit ECU (8) and the second motor (10) play roles in executing unmanned steering operation;
4) Unmanned fault mode
The corresponding loop of the second electronic control unit ECU (8) fails, the electromagnetic clutch (7) is closed, the first electronic control unit ECU (5) and the first motor (6) provide continuous unmanned steering operation, and the steering system abnormality is fed back to the whole vehicle system.
5. The control method of the unmanned redundant steering apparatus which satisfies the asil_d standard according to claim 4, wherein: the system is used for assisting the normal driving working mode, and comprises the following specific contents:
in an auxiliary driving working mode, a first electronic control unit ECU (5) judges the input intention of a driver by collecting signals of a first torque and rotation angle sensor (3), the intention is transmitted to a second electronic control unit ECU (8), the second electronic control unit ECU (8) simultaneously collects the second torque and the signal state of the rotation angle sensor (9) and controls a second motor (10), steering force is transmitted to a steering rack (15), a left cross bar (16) and a right cross bar (17) through a mechanical second reduction mechanism (11), a left pinion shaft (13) and a right pinion shaft (14), the steering actions of left wheels (18) and right wheels (19) are controlled, at the moment, an electromagnetic clutch (7) is disconnected, and the first electronic control unit ECU (5) controls the first motor (6) to generate a steering path feel simulation moment according to a first rotation angle signal (b) and a vehicle speed signal, and provides steering path feel simulation moment for the driver through the mechanical first reduction mechanism (4);
When a first torque signal (a) and a first rotation angle signal (b) of a first torque and rotation angle sensor (3) are collected by a first electronic control unit ECU (5), the first electronic control unit ECU (5) sends a rotation angle target position to a second electronic control unit ECU (8), the second electronic control unit ECU (8) calculates a moment required for reaching the target position according to the position of a current steering gear rack (15) identified by a second torque and rotation angle sensor (9), a second motor (10) is controlled to output a corresponding moment, forward rotation of the second motor (10) is realized, the speed and the torque are reduced through a speed reducing mechanism, the torque is transmitted to a left pinion shaft (13) and a right pinion shaft (14), the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15) are meshed, the steering gear rack (15) is pushed to move rightwards, a left cross bar (16) and a right cross bar (17) are driven to rotate rightwards, and a left wheel (18) and a right wheel (19) are respectively pulled by the left cross bar (16) and the right cross bar (17), and a clockwise steering instruction is completed;
when a first torque signal (a) and a first rotation angle signal (b) of a first torque and rotation angle sensor (3) are acquired by a first electronic control unit ECU (5), the first electronic control unit ECU (5) sends a rotation angle target position to a second electronic control unit ECU (8), the second electronic control unit ECU (8) calculates the moment required for reaching the target position according to the second torque and the position of a current steering gear rack (15) identified by a rotation angle sensor (9), a second motor (10) is controlled to output corresponding moment, the second motor (10) is inverted, the speed and the torque are reduced and increased through a speed reducing mechanism, the torque is transmitted to a left pinion shaft (13) and a right pinion shaft (14), the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15) are meshed, the steering gear rack (15) is pushed to move leftwards, a left cross bar (16) and a right cross bar (17) are driven to rotate leftwards, and a left side wheel (18) and a right wheel (19) are respectively pulled by the left cross bar (16) and the right cross bar (17), and a anticlockwise steering instruction is completed.
6. The control method of the unmanned redundant steering apparatus which satisfies the asil_d standard according to claim 4, wherein: the auxiliary driving claudication mode comprises the following specific contents:
the first electronic control unit ECU (5) and the second electronic control unit ECU (8) monitor working states mutually, and once the second electronic control unit ECU (8), the second motor (10) or the second torque and rotation angle sensor (9) fails, the first electronic control unit ECU (5) and the second electronic control unit ECU (8) control the electromagnetic clutch (7) to be closed, the first electronic control unit ECU (5) exits from a road feel simulation state at the moment and controls the first motor (6) to provide steering auxiliary torque according to the first torque and rotation angle sensor (3) signals and the vehicle speed signals;
when a first torque signal (a) and a first rotation angle signal (b) of a first torque and rotation angle sensor (3) are collected by a first electronic control unit ECU (5), the first electronic control unit ECU (5) controls a first motor (6) to output a response torque, the response torque is reduced and increased through a reduction mechanism and is transmitted to a left pinion shaft (13) and a right pinion shaft (14), the left pinion shaft (13), the right pinion shaft (14) and a steering gear rack (15) are meshed, the steering gear rack (15) is pushed to move rightwards, a left cross rod (16) and a right cross rod (17) are driven to rotate rightwards, a left wheel (18) and a right wheel (19) are pulled by the left cross rod (16) and the right cross rod (17) respectively, and a clockwise steering instruction is completed;
When the first electric control unit ECU (5) collects first torque and the first torque signal (a) and the first rotation angle signal (b) of the rotation angle sensor (3) are clockwise and anticlockwise, the first electric control unit ECU (5) controls the first motor (6) to output response torque, the response torque is reduced and increased through a reduction mechanism and transmitted to the left pinion shaft (13) and the right pinion shaft (14), the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15) are meshed, the steering gear rack (15) is pushed to move leftwards, the left cross rod (16) and the right cross rod (17) are driven to rotate leftwards, the left wheel (18) and the right wheel (19) are pulled by the left cross rod (16) and the right cross rod (17) respectively, and anticlockwise steering instructions are completed.
7. The unmanned redundant steering apparatus satisfying asil_d standard and the control method thereof according to claim 4, wherein: the specific contents of the unmanned normal mode are as follows:
the electromagnetic clutch (7) is disconnected, the second electronic control unit ECU (8) is used as a main control ECU, receives an external unmanned instruction, controls the second motor (10) and the mechanical second speed reducing mechanism (11) to realize unmanned operation, and the first electronic control unit ECU (5) is used as an auxiliary ECU to monitor the state of the system at any time;
When a second electronic control unit ECU (8) collects an external unmanned target second torque signal (i) and a second corner signal (j) instruction to be clockwise, the second electronic control unit ECU (8) calculates the moment required by reaching the target position according to the second torque and the position of a current steering gear rack (15) identified by a corner sensor (9), controls a second motor (10) to output the corresponding moment, realizes the forward rotation of the second motor (10), and reduces the speed and increases the torque through a second speed reducing mechanism (11), transmits the torque to a left pinion shaft (13) and a right pinion shaft (14), is meshed by the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15), pushes the steering gear rack (15) to move rightwards, drives a left cross bar (16) and a right cross bar (17) to rotate rightwards, and a left wheel (18) and a right wheel (19) are pulled by the left cross bar (16) and the right cross bar (17) respectively, so that the clockwise unmanned steering instruction is completed;
when the second electronic control unit ECU (8) collects an external unmanned target second torque signal (i) and a second corner signal (j) to be anticlockwise, the second electronic control unit ECU (8) calculates the moment required by reaching the target position according to the second torque and the position of a current steering gear rack (15) identified by a corner sensor (9), controls a second motor (10) to output the corresponding moment, achieves the inversion of the second motor (10), reduces the speed and increases the torque through a second speed reducing mechanism (11), transmits the torque to a left pinion shaft (13) and a right pinion shaft (14), is meshed by the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15), pushes the steering gear rack (15) to move leftwards, drives a left cross bar (16) and a right cross bar (17) to rotate leftwards, and a left wheel (18) and a right wheel (19) are pulled by the left cross bar (16) and the right cross bar (17) respectively, and the anticlockwise unmanned steering command is completed.
8. The control method of the unmanned redundant steering apparatus which satisfies the asil_d standard according to claim 4, wherein: the unmanned fault mode comprises the following specific contents:
once the second electronic control unit ECU (8), the second motor (10) or the second torque and rotation angle sensor (9) fails, the first electronic control unit ECU (5) controls the electromagnetic clutch (7) to be closed, and simultaneously receives an external unmanned instruction, and the unmanned steering operation is continuously realized by controlling the first motor (6);
when the first electronic control unit ECU (5) collects an external unmanned first torque signal (a) and a first rotation angle signal (b) and instructs the external unmanned first torque signal to be clockwise, the first electronic control unit ECU (5) calculates the torque required for reaching a target position according to the first torque and the position of a current steering gear rack (15) identified by a rotation angle sensor (3), controls a first motor (6) to output corresponding torque, realizes forward rotation of the first motor (6), and transmits the torque to a left pinion shaft (13) and a right pinion shaft (14) through a speed reduction mechanism to be increased and reduced, the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15) are meshed to push the steering gear rack (15) to move rightwards and drive a left cross bar (16) and a right cross bar (17) to rotate rightwards, and a left wheel (18) and a right wheel (19) are pulled by the left cross bar (16) and the right cross bar (17) respectively, so that the clockwise unmanned steering instruction is completed;
When the first electronic control unit ECU (5) collects an external unmanned target first torque signal (a) and a first rotation angle signal (b) to be anticlockwise, the first electronic control unit ECU (5) calculates the torque required for reaching the target position according to the first torque and the position of a current steering gear rack (15) identified by a rotation angle sensor (3), controls a first motor (6) to output corresponding torque, achieves inversion of the first motor (6), and reduces speed and increases torque through a speed reducing mechanism, transmits the torque to a left pinion shaft (13) and a right pinion shaft (14), is meshed by the left pinion shaft (13), the right pinion shaft (14) and the steering gear rack (15), pushes the steering gear rack (15) to move leftwards and drives a left cross rod (16) and a right cross rod (17) to rotate rightwards, and a left wheel (18) and a right wheel (19) are pulled by the left cross rod (16) and the right cross rod (17) respectively, so that the anticlockwise unmanned steering instruction is completed.
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| CN110435756A (en) * | 2019-09-18 | 2019-11-12 | 吉林大学 | A kind of compound wire-controlled steering system of passenger car motor driven and rotating direction control method |
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