CN110949135A

CN110949135A - Device and method for controlling steering brake of vehicle

Info

Publication number: CN110949135A
Application number: CN201811129698.1A
Authority: CN
Inventors: 胡振球; 彭再武; 黄炫方; 尹志刚; 黄河
Original assignee: Hunan CRRC Times Electric Vehicle Co Ltd
Current assignee: Hunan CRRC Times Electric Vehicle Co Ltd
Priority date: 2018-09-27
Filing date: 2018-09-27
Publication date: 2020-04-03
Anticipated expiration: 2038-09-27
Also published as: CN110949135B

Abstract

The invention discloses a device and a method for controlling vehicle steering brake, comprising the following steps: the permanent magnet motor is connected with wheels and a transmission system of the vehicle, and is used for rotating under the driving of the wheels and the transmission system which run by utilizing the inertia energy of the vehicle and generating corresponding induced electromotive force when the vehicle enters an accidental power failure mode; the motor controller is respectively connected with the direct current bus and the permanent magnet motor, and is used for rectifying the induced electromotive force to obtain corresponding first direct current energy and transmitting the first direct current energy to the direct current bus; a direct current bus; and the steering DCAC module is respectively connected with the direct-current bus and the steering oil pump motor and is used for acquiring first direct-current energy on the direct-current bus in real time and transmitting an oil pump motor power supply signal obtained by inverting the first direct-current energy to the steering oil pump motor. The invention realizes the functions of steering maintenance and electric braking under emergency situations of simultaneous power failure of high and low voltage power supplies and the like, and has high efficiency and lower cost.

Description

Device and method for controlling steering brake of vehicle

Technical Field

The invention relates to the technical field of vehicle control, in particular to a device and a method for controlling steering brake of a vehicle.

Background

The situation that the vehicle has unexpected power failure in the driving process is extremely dangerous, and the main danger is derived from: 1. the vehicle may lose steering assist; 2. the vehicle loses electric braking. The traditional solutions mainly include the following solutions: firstly, the steering power is maintained by adding an auxiliary oil pump or connecting a high-voltage and low-voltage double-battery power supply into a steering system to realize double-source steering. Specifically, the method for adding the auxiliary oil pump is to add a belt pulley or a gear on the driving motor to drive the added auxiliary oil pump to work, and the auxiliary oil pump drives the steering device to work. In addition, the method for connecting the high-voltage and low-voltage double-battery power supply to the steering system is realized by adopting a double-winding oil pump motor, one of the two windings is driven by high voltage, the other winding is driven by low voltage, the high-voltage driven winding utilizes the electric energy of a power battery, and the low-voltage driven winding utilizes the electric energy of a low-voltage storage battery, so that the steering effect can be ensured when the high voltage is powered off, but the method cannot solve the problem that the steering power assistance and the electric braking are lost when the high voltage and the low voltage are powered off simultaneously.

In addition, in the prior art, the steering assistance and the electric brake can be maintained by increasing the standby power supply. When a fault occurs, the standby power supply is switched into the system to ensure the normal operation of the system. The method is mainly used for rail transit vehicles and other systems, and is high in price and high in cost.

Disclosure of Invention

In order to solve the above technical problem, the present invention provides an apparatus for controlling a steering brake of a vehicle, comprising: the permanent magnet motor is connected with wheels and a transmission system of the vehicle, and is used for rotating under the driving of the wheels and the transmission system which run by utilizing the inertia energy of the vehicle and generating corresponding induced electromotive force when the vehicle enters an accidental power failure mode; the motor controller is respectively connected with the direct current bus and the permanent magnet motor, and is used for rectifying the induced electromotive force to obtain corresponding first direct current energy and transmitting the first direct current energy to the direct current bus; the direct current bus; and the steering DCAC module is respectively connected with the direct-current bus and the steering oil pump motor and used for acquiring the first direct-current energy on the direct-current bus in real time, inverting the first direct-current energy to obtain an oil pump motor power signal and conveying the oil pump motor power signal to the steering oil pump motor.

Preferably, the steering DCAC module includes: the low pressure DCAC unit, wherein, the low pressure DCAC unit is used for detecting on the direct current bus first direct current energy starts when current voltage value is less than predetermined high-low pressure threshold value, will be present first direct current energy carries out the contravariant and handles, with the drive with the low pressure DCAC unit is connected turn to the operation of low pressure oil pump motor in the oil pump motor.

Preferably, the steering DCAC module includes: the high-voltage DCAC unit, wherein, the high-voltage DCAC unit is used for detecting on the direct current bus first direct current energy starts when current voltage value is more than or equal to predetermined high-low voltage threshold value, will be present first direct current energy carries out the contravariant and handles, with the drive with the high-voltage DCAC unit is connected turn to the operation of high-pressure oil pump motor in the oil pump motor.

Preferably, the apparatus further comprises: the emergency DCDC module is respectively connected with the motor controller and the direct current bus, and is used for receiving an emergency starting signal sent by the motor controller, acquiring the first direct current energy from the direct current bus under the control of the emergency starting signal, and performing voltage conversion processing on the first direct current energy to obtain a corresponding load power supply; and the load module is connected with the emergency DCDC module and is used for starting after the load power supply is switched on.

Preferably, the load module includes: vehicle lighting and/or vehicle emergency lights.

Preferably, when the vehicle enters the normal power supply mode, the apparatus further comprises: the direct current bus is used for obtaining second direct current energy from a vehicle direct current power supply; the steering DCAC module is used for acquiring the second direct current energy on the direct current bus in real time, carrying out inversion processing on the second direct current energy to obtain a corresponding oil pump motor power supply signal, and transmitting the oil pump motor power supply signal to the steering oil pump motor; the motor controller is used for acquiring the second direct current energy on the direct current bus in real time, carrying out inversion processing on the second direct current energy to obtain a corresponding motor driving power supply signal and transmitting the signal to the permanent magnet motor; the permanent magnet motor is used for driving a power supply signal to rotate by utilizing the motor so as to drive wheels and a transmission system of a vehicle to operate.

Preferably, the first direct current energy corresponding to the current induced electromotive force is determined according to an actual running speed corresponding to vehicle inertia energy.

In another aspect, the present invention also provides a method for controlling a steering brake of a vehicle having the apparatus as described above, wherein the method comprises: when a vehicle enters an accidental power failure mode, a permanent magnet motor rotates under the drive of wheels and a transmission system which run by using the inertia energy of the vehicle, and generates corresponding induced electromotive force; step two, the motor controller rectifies the induced electromotive force to obtain corresponding first direct current energy, and the first direct current energy is transmitted to a direct current bus; and step three, the steering DCAC module acquires the first direct current energy on the direct current bus in real time, carries out inversion processing on the first direct current energy to obtain an oil pump motor power signal, and transmits the oil pump motor power signal to the steering oil pump motor.

Preferably, the third step further comprises: the low-voltage DCAC unit in the steering DCAC module detects the first direct-current energy on the direct-current bus, and the first direct-current energy is started when the current voltage value is lower than a preset high-low voltage threshold value, so that the first direct-current energy is subjected to inversion processing to drive the low-voltage oil pump motor connected with the low-voltage DCAC unit and run in the steering oil pump motor.

Preferably, the third step further comprises: the high-voltage DCAC unit in the steering DCAC module detects the first direct-current energy on the direct-current bus, and the first direct-current energy is started when the current voltage value is larger than or equal to a preset high-low voltage threshold value, so that the first direct-current energy is subjected to inversion processing to drive a high-voltage oil pump motor connected with the high-voltage DCAC unit and run in the steering oil pump motor.

Compared with the prior art, one or more embodiments in the above scheme can have the following advantages or beneficial effects:

aiming at the problems of low efficiency, incapability of solving the simultaneous power failure of high and low voltage power supplies, high price and the like of the traditional accidental power failure solution, the steering DCAC module utilizes the induced electromotive force generated by the rotation of the permanent magnet motor without an alternating current input power supply so as to drive the steering system to maintain the operation. The invention realizes the functions of steering maintenance and electric braking on the basis of not utilizing a vehicle-mounted high-low voltage power supply or an auxiliary oil pump, can be used for emergency situations such as power failure of the high-low voltage power supply and the like at the same time, and has high efficiency and lower cost.

While the invention will be described in connection with certain exemplary implementations and methods of use, it will be understood by those skilled in the art that it is not intended to limit the invention to these embodiments. On the contrary, the intent is to cover all alternatives, modifications and equivalents as included within the spirit and scope of the invention as defined by the appended claims.

Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:

fig. 1 is a schematic structural diagram of an apparatus for controlling a steering brake of a vehicle according to an embodiment of the present application when the vehicle enters an unexpected power-down mode.

Fig. 2 is a specific structural diagram of the device for controlling the steering brake of the vehicle according to the embodiment of the present application when the vehicle enters an unexpected power-down mode.

Fig. 3 is a schematic structural diagram of an apparatus for controlling vehicle steering braking according to an embodiment of the present application in a normal power supply mode of a vehicle.

FIG. 4 is a step diagram of a method for controlling vehicle steering braking according to an embodiment of the present application.

Detailed Description

The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.

In order to overcome the defects of the prior art and the conventional method, the embodiment of the application provides a device and a method for controlling the steering brake of a vehicle. The device and the method are suitable for a new energy vehicle taking a power battery as an energy source, and particularly, based on the principle that when a permanent magnet driving motor rotates under the condition of no alternating current power supply input, induced electromotive force can be generated on three phases of a stator of the motor, a steering DCAC module for controlling a steering oil pump motor is further enabled to utilize the induced electromotive force so as to drive a steering system to maintain operation, and meanwhile, load current obtained due to vehicle inertia energy can cause braking force, so that the inertia energy of the vehicle is gradually reduced, and the vehicle speed is gradually reduced. Therefore, the invention realizes the functions of steering maintenance and electric brake control on the basis of not utilizing a vehicle-mounted high-low voltage power supply or an auxiliary oil pump, and is particularly applicable to emergency situations such as simultaneous power failure of the high-low voltage power supply and the like.

In the practical application process, a device for controlling the steering brake of the vehicle (hereinafter referred to as a "steering brake control device") in the vehicle is connected with a power battery pack and/or a low-voltage battery pack of the vehicle, when the vehicle is powered down accidentally, a direct-current power supply including the power battery pack and/or the low-voltage battery pack cannot supply power to a direct-current bus of the vehicle (refer to fig. 1), so that the steering brake control device of the vehicle loses the operation capability under the condition that input power energy (signals) cannot be obtained from the direct-current bus, and the vehicle enters an accidental power-down mode (the direct-current power supply cannot provide power signals to the direct-current bus of the vehicle), thereby the steering and the electric brake of the vehicle cannot be controlled, and further great potential safety hazards are brought to the running of the.

Fig. 1 is a schematic structural diagram of an apparatus for controlling a steering brake of a vehicle according to an embodiment of the present application when the vehicle enters an unexpected power-down mode. As shown in fig. 1, the apparatus for controlling a steering brake of a vehicle (hereinafter, referred to as "steering brake control apparatus") in the embodiment of the present invention includes at least a permanent magnet motor 40, a motor controller 30, a dc bus 10, and a steering DCAC module 20. Wherein the input of the steering DCAC module 20 is directly connected to the DC bus 10 and isolated from the DC power source. Therefore, when the vehicle enters the unexpected power-down mode, the dc power supply 60 cannot supply power to the vehicle dc bus 10, and if the corresponding emergency dc power energy is supplemented to the dc bus 10, the steering DCAC module 20 connected to the dc bus 10 can continue to operate, so that the steering oil pump motor 50 connected to the output end of the steering DCAC module 20 for driving the steering oil pump (not shown) to operate can be maintained to operate, and the vehicle can continue to maintain the steering function.

The specific structure and operation principle of the steering brake control device will be described with reference to fig. 1. When the vehicle enters the unexpected power-down mode, the vehicle dc power supply (dc power supply) 60 cannot supply power to the vehicle dc bus 10, and at this time, the motor controller 30 and the steering DCAC module 20 connected to the dc bus 10 cannot obtain a corresponding input power signal from the dc bus 10.

Specifically, the permanent magnet motor 40 is connected to the wheels and transmission system 70 of the vehicle, and is configured to rotate under the driving of the wheels and transmission system 70 operated by the inertia energy of the vehicle when the vehicle enters an unexpected power-down mode, and generate a corresponding induced electromotive force. Further, when the vehicle enters the unexpected power-down mode, the motor controller 30 cannot obtain the corresponding input power signal from the dc bus 10, and accordingly, the permanent magnet motor 40 cannot obtain the ac power input signal inverted by the motor controller 30. At this point, the vehicle continues to travel under the inertial energy, with the wheels of the vehicle and the driveline 70 still operating. Therefore, the permanent magnet motor 40 connected to the wheel and transmission system 70 is driven by the system 70 to rotate due to the inertia energy, and since the input end of the permanent magnet motor 40 cannot obtain the ac power signal at this time, the permanent magnet motor 40 rotates without the input power signal, and the induced three-phase ac electromotive force (induced electromotive force) is generated by the principle of electromagnetic induction.

The motor controller 30 is connected to the dc bus 10 and the permanent magnet motor 40, and configured to rectify the induced electromotive force obtained from the permanent magnet motor 40 to obtain corresponding first dc energy, and transmit the first dc energy to the dc bus 10. Specifically, in an embodiment of the motor controller 30, the motor controller 30 includes an uncontrolled rectifying unit 31 (refer to fig. 2), and the uncontrolled rectifying unit 31 is connected to the permanent magnet motor 40 and the dc bus 10, respectively, and is configured to rectify the induced electromotive force after acquiring the induced electromotive force, generate a first dc energy for a current induced electromotive force (voltage value), and transmit the first dc energy to the dc bus 10.

It should be noted that, if the uncontrolled rectifier unit 31 is in an abnormal state including a state in which a certain phase rectifier portion is damaged or the uncontrolled rectifier unit 31 is in a unidirectional uncontrolled rectifier state, the first dc energy corresponding to the magnitude of the induced electromotive force at the present time can be generated, but the (abnormal) first dc energy is not the first dc energy in the three-phase uncontrolled rectifier state, however, the first dc energy obtained in the abnormal state of the uncontrolled rectifier unit 31 is enough to start the following steering DCAC module, thereby completing the inversion processing function to drive the following steering oil pump motor 50 to operate.

Further, the dc bus 10 is used to obtain the first dc energy generated from the motor controller 30 when the vehicle enters an unexpected power down mode.

The steering DCAC module 20 is connected to the DC bus 10 and the steering oil pump motor 50, and is configured to obtain a first DC energy on the DC bus 10 in real time, perform inversion processing on the first DC energy, obtain an oil pump motor power signal, and transmit the oil pump motor power signal to the steering oil pump motor 50. In the embodiment of the present invention, the steering DCAC module 20 is an inverter module for driving a vehicle steering system, and is isolated from the vehicle dc power supply (device) 60, and directly obtains a corresponding dc input signal through the dc bus 10, so that the steering DCAC module 20 supplies its own low-voltage operating power by using a high-voltage to low-voltage circuit provided therein. Therefore, when the vehicle enters the unexpected power-down mode, the steering DCAC module 20 directly obtains the first dc energy on the dc bus 10 according to the inertia energy of the vehicle, so as to implement the restart function after the unexpected power-down condition occurs.

In this way, the first dc energy obtained by using the induced electromotive force corresponding to the vehicle inertial energy drives the steering DCAC module 20 connected to the dc bus 10 to restart after the vehicle enters the power-down mode, thereby maintaining the steering control function of the vehicle. Further, according to the law of conservation of energy, since the first dc energy is generated by using the inertial energy of the vehicle after power-off, the inertial energy is gradually consumed by the steering oil pump motor 50, the steering oil pump (not shown) and the steering actuator (not shown) which are operated by using the first dc energy, so that the speed of the vehicle is reduced, and an electric braking effect is further generated, so that the vehicle is stopped in an emergency power-off situation.

It should be noted that, in the embodiment of the present invention, the number of the permanent magnet motors 40, the number of the motor controllers 30, and the number of the permanent magnet motors 40 driven by a single motor controller 30 are not specifically limited, and based on the setting results of the various numbers in the practical application, the functional application of the steering brake control device according to the present invention is not affected, and those skilled in the art can set the number of the permanent magnet motors 40, the number of the motor controllers 30, the number of the permanent magnet motors 40 driven by a single motor controller 30, and the like according to the practical vehicle driving requirements.

Example one

Fig. 2 is a specific structural diagram of the device for controlling the steering brake of the vehicle according to the embodiment of the present application when the vehicle enters an unexpected power-down mode. The steering brake control device will be further described with reference to fig. 1 and 2.

As shown in fig. 2, the steering DCAC module 20 includes a high-voltage DCAC unit 21 and a low-voltage DCAC unit 22. It should be noted that the high-voltage DCAC unit 21 and the low-voltage DCAC unit 22 may be separately disposed or integrated into the same steering DCAC module 20, and the present invention is not limited thereto.

The high-voltage DCAC unit 21 is configured to detect a first dc energy on the dc bus 10, start when a current voltage value (a voltage value corresponding to the first dc energy) is greater than or equal to a preset high-low voltage threshold value, and perform inversion processing on the current first dc energy to drive a high-voltage oil pump motor (winding) 51 in a steering oil pump motor 50 connected to the high-voltage DCAC unit 21 to operate. In a preferred embodiment, the steering oil pump motor 50 is a double-winding motor.

Specifically, the high-voltage DCAC unit 21 is connected to the dc bus 10 and the high-voltage oil pump motor winding 51 in the steering oil pump motor 50, and further includes a first voltage detection subunit (not shown) and a first inverter subunit (not shown). The first voltage detection subunit is configured to detect a voltage on the dc bus 10 in real time by using a (first) voltage sensor therein, generate an effective first inversion starting signal when it is detected that a current voltage is greater than or equal to a preset high-low voltage threshold, and transmit the first inversion starting signal to the first inversion subunit. Then, the first inverter subunit is configured to receive and detect the first inverter starting signal, perform an inverter process on the current first dc energy directly obtained from the dc bus 10 when the first inverter starting signal is detected to be valid, and transmit an inverter result (a high-pressure oil pump motor power signal) of the first dc energy to the high-pressure oil pump motor winding 51.

The low-voltage DCAC unit 22 is configured to detect a first dc energy on the dc bus 10, start when a current voltage value (a voltage value corresponding to the first dc energy) is lower than a preset high-low voltage threshold, and perform inversion processing on the current first dc energy to drive a low-voltage oil pump motor (winding) 52 in a steering oil pump motor 50 connected to the low-voltage DCAC unit 22 to operate. In a preferred embodiment, the steering oil pump motor 50 is a double-winding motor.

Specifically, the low-voltage DCAC unit 22 is connected to the dc bus 10 and the low-voltage oil pump motor winding 52 in the steering oil pump motor 50, and further includes a second voltage detection subunit (not shown) and a second inverter subunit (not shown). The second voltage detection subunit is configured to detect a voltage on the dc bus 10 in real time by using a (second) voltage sensor inside the second voltage detection subunit, generate an effective second inversion starting signal when it is detected that the current voltage is lower than a preset high-low voltage threshold, and transmit the second inversion starting signal to the second inversion subunit. And the second inverter subunit is configured to receive and detect the second inverter starting signal, perform an inverter process on the current first dc energy directly obtained from the dc bus 10 when the second inverter starting signal is detected to be valid, and transmit an inverter result (a power signal of the low-voltage oil pump motor) of the first dc energy to the low-voltage oil pump motor winding 52.

The high and low voltage thresholds are used to define the input voltage ranges of the high voltage DCAC unit 21 and the low voltage DCAC unit 22, and are stored in a first voltage detection subunit in the high voltage DCAC unit 21 and a second voltage detection subunit in the low voltage DCAC unit 22. The input voltage range of the high-voltage DCAC unit 21 is a range equal to or higher than the high-low voltage threshold (voltage), and the input voltage range of the low-voltage DCAC unit 22 is between 0 and the high-low voltage threshold (voltage). In a preferred embodiment, the high-voltage and low-voltage thresholds are 350V, the input voltage range of the high-voltage DCAC unit 21 is 350V-750V, and the input voltage range of the low-voltage DCAC unit 22 is 0-350V.

It should be noted that, in the embodiment of the present invention, the magnitude of the first direct-current electric energy corresponding to the current induced electromotive force is determined according to the real-time actual operating speed corresponding to the vehicle inertial energy. Specifically, when the vehicle enters the unexpected power-down mode, the vehicle inertia energy is gradually reduced under the consumption of the steering system, so that the actual running speed of the vehicle is gradually reduced, and if the current actual running speed of the vehicle is higher, the generated first direct current energy meets the input voltage range of the high-voltage DCAC unit 21, and the high-voltage DCAC unit 21 is adopted. Further, if the current actual running speed of the vehicle is low, the generated first direct current energy satisfies the input voltage range of the low voltage DCAC unit 22, and the low voltage DCAC unit 22 is adopted. Therefore, as long as a certain amount of direct current electric energy is obtained on the direct current bus 10, the inversion function of the internal high-voltage DCAC unit 21 or the internal low-voltage DCAC unit 22 can be detected and started by the steering DCAC module 20, so that the steering oil pump motor 50 can normally operate, and the problems of vehicle steering and electric braking under the conditions of high-voltage power failure, low-voltage power failure or both high-voltage and low-voltage power failure are solved.

In addition, it can be seen from the above whole process that the steering brake control device in the embodiment of the present invention does not need the power of the vehicle power battery or the low-voltage battery or other energy storage device for supplying power to the vehicle, and the adopted devices are cheaper than the backup power supply, and the adopted high-voltage DCAC unit 21 and the adopted low-voltage DCAC unit 22 are power electronic devices, and have higher efficiency than the auxiliary oil pump.

Example two

Referring again to fig. 2, the above-described steering brake control apparatus includes an emergency DCDC module 80 and a load module 90 in addition to the dc bus 10, the steering DCAC module 20, the motor controller 30, and the permanent magnet motor 40.

The emergency DCDC module 80 is connected to the motor controller 30 and the dc bus 10, and is configured to receive an emergency start signal sent by the motor controller 30, obtain a first dc energy from the dc bus 10 under the control of the emergency start signal, and perform voltage conversion processing on the current first dc energy to obtain a corresponding load power supply (signal). In a preferred embodiment, the emergency start signal is a driving signal instructing the emergency DCDC unit 80 to obtain the first dc energy on the dc bus 10. Specifically, the emergency DCDC module 80 includes an emergency contactor (not shown) and an emergency voltage conversion unit (not shown) connected to the motor controller 30 and the dc bus 10 through contactors (not shown), respectively. A coil portion of the contactor is connected to a signal detection unit 32 (not shown) in the motor controller 30; the contact portion of the contactor has one end connected to the dc bus 10 and the other end connected to the emergency voltage converting unit of the emergency DCDC module 80. Further, when the contactor coil part is connected with a current corresponding to an effective emergency starting signal sent by the signal detection unit 32, the contactor coil part is powered on to drive the contact part of the contactor to be closed, so that the emergency voltage conversion unit obtains first direct current energy corresponding to vehicle inertia energy on the direct current bus 10 when the vehicle enters an unexpected power failure mode.

The motor controller 30 further includes a signal detection unit 32 (not shown), and the signal detection unit 32 is configured to generate a valid emergency start signal and send the valid emergency start signal to a contactor in the emergency DCDC module 80 when the voltage value of the current induced electromotive force is greater than or equal to the preset emergency start voltage threshold. In addition, when the voltage value of the induced electromotive force is smaller than the preset emergency starting voltage threshold, an invalid emergency starting signal is generated, so that the induced electromagnetic energy generated by the coil portion of the contactor cannot drive the contact portion of the contactor to change to a closed state (keep an open state), and thus the emergency DCDC module 80 cannot obtain corresponding direct current energy from the direct current bus 10, that is, at this time, the emergency DCDC module 80 cannot drive various devices in the load module 90 to start.

Further, a load module 90 is connected to the emergency DCDC module 80. More specifically, the load module 90 is connected with the emergency voltage conversion unit within the emergency DCDC module 80. The load module 90 is configured to start after the load power (signal) acquired from the emergency DCDC module 80 is input. Therefore, after the vehicle enters the unexpected power failure mode, the inertial energy of the vehicle is consumed through a steering system in the steering brake control device, the inertial energy of the vehicle is further consumed through the emergency starting load module 90, the vehicle deceleration is accelerated, the electric brake effect of the vehicle is further optimized, and the vehicle can be stopped more quickly under the emergency condition of unexpected power failure.

Further, in a preferred embodiment, the load module 90 includes vehicle lighting 91 and/or vehicle emergency lights 92 for interior lighting. It should be noted that the present invention does not specifically limit the types and the number of the devices included in the load module 90, and those skilled in the art can select the devices according to actual situations in the implementation process.

EXAMPLE III

The steering brake control device can not only maintain the steering control and the electric brake effect of the steering system under the condition of unexpected power failure of the vehicle, but also control the operation of the steering system under the condition of normal power supply of the vehicle, and does not start the emergency DCDC module 80. Fig. 3 is a schematic structural diagram of an apparatus for controlling vehicle steering braking according to an embodiment of the present application in a normal power supply mode of a vehicle.

As shown in fig. 3, in particular, in the case of normal power supply of the vehicle, the dc bus 10 in the steering brake device is used to obtain a second dc power from the vehicle dc power supply 60. The steering DCAC module 20 is configured to obtain a second direct current energy on the direct current bus 10 in real time, perform inversion processing on a power signal corresponding to the second direct current energy to obtain a corresponding power signal of the oil pump motor, and transmit the power signal of the oil pump motor to the steering oil pump motor 50, so that the steering oil pump connected to the steering oil pump motor 50 is normally started to maintain normal operation of the steering system of the whole vehicle. The motor controller 30 is configured to obtain a second dc energy on the dc bus 10 in real time, perform inversion processing on a dc power signal corresponding to the second dc energy to obtain a corresponding (permanent magnet) motor driving power signal, and transmit the current (permanent magnet) motor driving power signal to the permanent magnet motor 40 connected to the motor controller 30. The permanent magnet motor 40 is used for driving a power supply signal to rotate by using a (permanent magnet) motor, so that the permanent magnet motor can normally operate, and the wheels of the vehicle connected with the permanent magnet motor 40 and the transmission system 70 can be driven to normally operate.

Further, in the following description of the implementation process of the steering brake control device in the case of normal power supply of the vehicle, it should be noted that the value of the induced electromotive force generated when the permanent magnet motor is in normal operation (the input end of the motor has an effective ac input signal) is very low, and even when the motor controller 30 performs the inversion process to generate the dc power corresponding to the induced electromotive force, the voltage value of the induced electromotive force is detected by the signal detection unit 32 in the motor controller 30, and when the current voltage value of the induced electromotive force does not satisfy the above emergency starting voltage threshold condition, the emergency DCDC module 80 cannot obtain the dc power supply energy from the dc bus 10. Therefore, in the normal power supply condition of the vehicle, the various devices in the load module 90 are not driven to operate by starting the emergency DCDC module 80, so that the normal operation of the various types of loads of the vehicle is maintained and the various types of loads of the vehicle are not started in an emergency manner.

In addition, in the case of normal power supply of the vehicle, the steering DCAC module 20 in the steering brake control device further detects the second dc power on the dc bus 10 in real time, and inverts the second dc power on the dc bus 10 by using the high-voltage DCAC unit 21 or the low-voltage DCAC unit 22, so as to drive the normal operation of the steering oil pump motor 50. The high-voltage DCAC unit 21 detects the second dc energy on the dc bus 10 in the above manner, starts when the current voltage value (the voltage value corresponding to the second dc energy) is greater than or equal to the preset high-low voltage threshold, and performs inversion processing on the dc power signal corresponding to the current second dc energy to drive the high-voltage oil pump motor 51 in the steering oil pump motor 50 connected to the high-voltage DCAC unit 21 to operate. In a preferred embodiment, the steering oil pump motor 50 is a double winding motor. Similarly, the low-voltage DCAC unit 22 detects the second dc energy on the dc bus 10, starts when the current voltage value (the voltage value corresponding to the second dc energy) is lower than the preset high-low voltage threshold, and inverts the dc power signal corresponding to the current second dc energy to drive the low-voltage oil pump motor 52 in the steering oil pump motor 50 connected to the low-voltage DCAC unit 22. In a preferred embodiment, the steering oil pump motor 50 is a double winding motor.

Generally, when no power failure occurs, the vehicle dc power supply 60 inputs a high-voltage dc power supply to the dc bus 10 mainly through a power battery pack and/or a storage battery pack, and a voltage value corresponding to a signal of the high-voltage dc power supply satisfies an input voltage range of the high-voltage DCAC unit 21 in the steering DCAC module 20, and at this time, the high-voltage DCAC unit 21 is used to drive the steering oil pump motor 50 to operate normally.

In another aspect, the invention further provides a method for controlling the steering brake of the vehicle, which uses the steering brake control device to control the steering of the vehicle, and uses the steering brake control device to control the steering and electric braking of the vehicle in case of unexpected power failure of the vehicle. The vehicle is provided with the steering brake control device, and each module, device, unit and the like related to the method have the functions of the device corresponding to the steering brake control device. FIG. 4 is a step diagram of a method for controlling vehicle steering braking according to an embodiment of the present application.

As shown in fig. 4, in step S410, when the vehicle enters the unexpected power-down mode, the permanent magnet motor 40 is driven by the wheels and the transmission system 70, which are operated by the inertia energy of the vehicle, to rotate and generate a corresponding induced electromotive force, and then, the process proceeds to step S420. Specifically, the permanent magnet motor 40 connected to the wheel and transmission system 70 is driven by the wheel and transmission system 70 to rotate due to the inertia energy, and since the input terminal of the permanent magnet motor 40 cannot obtain an ac power signal due to an unexpected power failure of the vehicle at this time, the permanent magnet motor 40 rotates without the input power signal, and an induced three-phase ac electromotive force (induced electromotive force) is generated by using the principle of electromagnetic induction.

Then, (step S420) the motor controller 40 rectifies the induced electromotive force obtained from the permanent magnet motor 40 to obtain corresponding first dc power, and transmits the first dc power to the dc bus 10. Specifically, the uncontrolled rectifier unit 31 in the motor controller 30 rectifies the induced electromotive force, generates first dc power for the current induced electromotive force (voltage value), and supplies the first dc power to the dc bus 10.

Further, in step S430, when the vehicle enters the unexpected power-down mode, the dc bus 10 obtains the first dc power generated by the motor controller 30, and then, the process proceeds to step S440.

Finally, (step S440) the steering DCAC module 20 obtains the first dc energy on the dc bus 10 in real time, performs inversion processing on the first dc energy to obtain the power signal of the oil pump motor, and transmits the power signal of the oil pump motor to the steering oil pump motor 50.

In this way, the first dc energy obtained by using the induced electromotive force corresponding to the vehicle inertial energy drives the steering DCAC module 20 connected to the dc bus 10 to restart after the vehicle enters the power-down mode, thereby maintaining the steering control function of the vehicle. Further, according to the law of conservation of energy, the inertial energy is gradually consumed by the steering oil pump motor 50, the steering oil pump (not shown) and the steering actuator (not shown) which are operated by the first direct current energy, so that the speed of the vehicle is reduced, an electric braking effect is further generated, and the vehicle stops in an emergency power-off condition.

Specifically, the high-voltage DCAC unit 21 in the steering DCAC module 20 detects the first dc energy on the dc bus 10, and starts when the current voltage value is greater than or equal to the preset high-low voltage threshold value, so as to perform inversion processing on the current first dc energy to drive the high-voltage oil pump motor 51 in the steering oil pump motor 50 connected to the high-voltage DCAC unit 21 to operate. The low-voltage DCAC unit 22 in the steering DCAC module 20 detects the first dc energy on the dc bus 10, and starts when the current voltage value is lower than the preset high-low voltage threshold value, so as to perform inversion processing on the current first dc energy to drive the low-voltage oil pump motor 52 in the steering oil pump motor 50 connected to the low-voltage DCAC unit 22 to operate.

Further, step S440 includes the steps of: an emergency DCDC module 80 in the steering brake control device receives an emergency starting signal sent by the motor controller 30, acquires first direct current energy from the direct current bus 10 under the control of the emergency starting signal, and acquires a corresponding load power supply after voltage conversion processing; then, the load module 90 is started after the load power acquired from the emergency DCDC module 80 is supplied. Therefore, after the vehicle enters the unexpected power failure mode, the inertial energy of the vehicle is consumed through the steering system, the inertial energy of the vehicle is further consumed through the emergency starting load module 90, the vehicle deceleration is accelerated, the electric braking effect of the vehicle is further optimized, and the vehicle can be stopped more quickly under the emergency condition of unexpected power failure. Further, in a preferred embodiment, the load module 90 includes vehicle lighting 91 and/or vehicle emergency lights 92 for interior lighting.

According to the invention, when the vehicle is powered off accidentally, because the permanent magnet motor does not have normal alternating current power supply signal input, induced electromotive force generated under the driving of vehicle inertia drives the steering oil pump and/or the load module comprising vehicle lighting equipment, vehicle emergency lamps and the like to start, so that the control of a vehicle steering system and the electric braking effect of the vehicle are maintained. Furthermore, a form that the high-voltage DCAC unit and the low-voltage DCAC unit share the DC bus is adopted to adapt to the condition that the voltage value of the DC bus 10 changes along with the change of the vehicle speed, so that the steering and electric braking functions of the vehicle can be kept under different vehicle speeds when the vehicle is powered off unexpectedly; and the steering control function under different vehicle speeds when the vehicle is safely powered. In addition, as can be seen from the above whole process, the steering brake control device in the embodiment of the present invention does not need the power of the vehicle power battery or the low-voltage battery or other energy storage devices for supplying power to the vehicle, and the adopted devices are cheaper than the backup power supply, and the adopted high-voltage DCAC unit and the adopted low-voltage DCAC unit are power electronic devices, which have higher efficiency than the auxiliary oil pump.

The above description is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Although the embodiments of the present invention have been described above, the above descriptions are only for the convenience of understanding the present invention, and are not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. An apparatus for controlling a steering brake of a vehicle, comprising:

the permanent magnet motor is connected with wheels and a transmission system of the vehicle, and is used for rotating under the driving of the wheels and the transmission system which run by utilizing the inertia energy of the vehicle and generating corresponding induced electromotive force when the vehicle enters an accidental power failure mode;

the motor controller is respectively connected with the direct current bus and the permanent magnet motor, and is used for rectifying the induced electromotive force to obtain corresponding first direct current energy and transmitting the first direct current energy to the direct current bus;

the direct current bus;

and the steering DCAC module is respectively connected with the direct-current bus and the steering oil pump motor and used for acquiring the first direct-current energy on the direct-current bus in real time, inverting the first direct-current energy to obtain an oil pump motor power signal and conveying the oil pump motor power signal to the steering oil pump motor.

2. The apparatus of claim 1, wherein the steering DCAC module comprises: a low-voltage DCAC unit in which,

the low-voltage DCAC unit is used for detecting the first direct-current energy on the direct-current bus, the first direct-current energy is started when the current voltage value is lower than a preset high-low voltage threshold value, and the first direct-current energy is subjected to inversion processing to drive the low-voltage oil pump motor connected with the low-voltage DCAC unit and run in the steering oil pump motor.

3. The apparatus of claim 1 or 2, wherein the steering DCAC module comprises: a high voltage DCAC unit in which, among other things,

the high-voltage DCAC unit is used for detecting the first direct-current energy on the direct-current bus, the first direct-current energy is started when the current voltage value is larger than or equal to a preset high-low voltage threshold value, and the first direct-current energy is subjected to inversion processing to drive the high-voltage oil pump motor connected with the high-voltage DCAC unit and rotate in the steering oil pump motor.

4. The apparatus of any one of claims 1-3, further comprising:

the emergency DCDC module is respectively connected with the motor controller and the direct current bus, and is used for receiving an emergency starting signal sent by the motor controller, acquiring the first direct current energy from the direct current bus under the control of the emergency starting signal, and performing voltage conversion processing on the first direct current energy to obtain a corresponding load power supply;

and the load module is connected with the emergency DCDC module and is used for starting after the load power supply is switched on.

5. The apparatus of claim 4, wherein the load module comprises: vehicle lighting and/or vehicle emergency lights.

6. The apparatus according to any one of claims 1 to 5, wherein when the vehicle enters a normal power supply mode, the apparatus further comprises:

the direct current bus is used for obtaining second direct current energy from a vehicle direct current power supply;

the steering DCAC module is used for acquiring the second direct current energy on the direct current bus in real time, carrying out inversion processing on the second direct current energy to obtain a corresponding oil pump motor power supply signal, and transmitting the oil pump motor power supply signal to the steering oil pump motor;

the motor controller is used for acquiring the second direct current energy on the direct current bus in real time, carrying out inversion processing on the second direct current energy to obtain a corresponding motor driving power supply signal and transmitting the signal to the permanent magnet motor;

the permanent magnet motor is used for driving a power supply signal to rotate by utilizing the motor so as to drive wheels and a transmission system of a vehicle to operate.

7. The device according to any one of claims 1-6, wherein the first direct current energy corresponding to the current induced electromotive force is determined according to an actual running speed corresponding to vehicle inertia energy.

8. A method for controlling the steering braking of a vehicle, characterized in that the vehicle is provided with a device according to any one of claims 1-7, wherein the method comprises:

when a vehicle enters an accidental power failure mode, a permanent magnet motor rotates under the drive of wheels and a transmission system which run by using the inertia energy of the vehicle, and generates corresponding induced electromotive force;

step two, the motor controller rectifies the induced electromotive force to obtain corresponding first direct current energy, and the first direct current energy is transmitted to a direct current bus;

and step three, the steering DCAC module acquires the first direct current energy on the direct current bus in real time, carries out inversion processing on the first direct current energy to obtain an oil pump motor power signal, and transmits the oil pump motor power signal to the steering oil pump motor.

9. The method of claim 8, wherein the third step further comprises:

the low-voltage DCAC unit in the steering DCAC module detects the first direct-current energy on the direct-current bus, and the first direct-current energy is started when the current voltage value is lower than a preset high-low voltage threshold value, so that the first direct-current energy is subjected to inversion processing to drive the low-voltage oil pump motor connected with the low-voltage DCAC unit and run in the steering oil pump motor.

10. The method of claim 8 or 9, wherein the step three further comprises:

the high-voltage DCAC unit in the steering DCAC module detects the first direct-current energy on the direct-current bus, and the first direct-current energy is started when the current voltage value is larger than or equal to a preset high-low voltage threshold value, so that the first direct-current energy is subjected to inversion processing to drive a high-voltage oil pump motor connected with the high-voltage DCAC unit and run in the steering oil pump motor.