CN115973263A - Redundant double-motor steering mechanism and control method thereof - Google Patents
Redundant double-motor steering mechanism and control method thereof Download PDFInfo
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- CN115973263A CN115973263A CN202211666889.8A CN202211666889A CN115973263A CN 115973263 A CN115973263 A CN 115973263A CN 202211666889 A CN202211666889 A CN 202211666889A CN 115973263 A CN115973263 A CN 115973263A
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- 239000000725 suspension Substances 0.000 claims abstract description 32
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 25
- 230000009977 dual effect Effects 0.000 claims description 14
- 239000006096 absorbing agent Substances 0.000 claims description 13
- 230000035939 shock Effects 0.000 claims description 12
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- 238000001514 detection method Methods 0.000 claims description 3
- 230000005484 gravity Effects 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
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Abstract
The invention relates to a redundant double-motor steering mechanism and a control method thereof, belonging to the technical field of electric automobile steer-by-wire, wherein the redundant double-motor steering mechanism is used for connecting a steering knuckle of a wheel end assembly with an upper suspension arm, and comprises the following components: the steering gear comprises a lower shell, an upper shell, a first steering motor, a second steering motor, a gear output shaft assembly and a planetary gear reducer, wherein the planetary gear reducer is installed between the upper shell and the lower shell and connected with the first motor and the second motor, and the planetary gear reducer is matched with the gear output shaft assembly. The redundant double-motor steering mechanism is arranged below the upper knuckle arm of the steering knuckle, so that the gravity center of the whole vehicle can be reduced, and the space is reasonably utilized; due to the design of the redundant double-motor steering mechanism, under the condition that one steering motor fails, the other steering motor can take over the steering task, and the safety of the automobile in the driving process can be greatly improved.
Description
Technical Field
The invention relates to the technical field of electric automobile steer-by-wire, in particular to a redundant double-motor steering mechanism and a control method thereof.
Background
With the rapid development of electric automobiles, the application of the wire control technology in the automobile chassis field is increasingly wide. The steer-by-wire technology is the basis for realizing the sliding plate type chassis and the wheel angle module. The steer-by-wire technology is that the steering action of the driver is converted into an electric signal and transmitted to a vehicle-mounted electronic control unit ECU, and then a control instruction is sent out through a program so as to control an actuating mechanism to steer. The mechanical connection between the parts is omitted.
In the market, a steer-by-wire mechanism based on a sliding plate type chassis and a wheel angle module generally drives a steering knuckle to steer through a speed reducer by a motor, so that various steering modes such as front wheel steering, four-wheel steering, diagonal driving, transverse driving, pivot steering and the like can be realized. However, these lack a safe and reliable redundant design, which can have serious consequences in the event of failure of the steering motor. In the redundant design of some double motors, output shafts of the two motors are respectively matched with the two small gears and then are simultaneously meshed with the large gear, and further, power is used for driving steering. When one motor is driven, the other motor can be driven, so that the load and the abrasion of the motor are increased, and the service life of the motor is shortened. And when one motor is damaged and locked, the power of the other motor cannot be driven through the large gear, so that the redundant design function cannot be realized.
In view of this, the invention provides a redundant dual-motor steering mechanism with two motors without affecting each other in power transmission and a control method thereof, so that even if one motor is damaged and locked, the other motor can still control the operation, and the driving safety of the vehicle can be greatly improved.
Disclosure of Invention
The present invention is directed to a redundant dual-motor steering mechanism and a control method thereof, so as to solve the problems mentioned in the background art.
In order to achieve the purpose, the invention provides the following technical scheme:
a redundant dual motor steering mechanism for connecting a knuckle of a wheel end assembly to an upper suspension arm, the redundant dual motor steering mechanism comprising:
a lower housing;
the upper shell is arranged on one side of the lower shell and fixedly connected with the lower shell;
the first steering motor is fixedly arranged on one side, far away from the upper shell, of the lower shell;
the second steering motor is fixedly arranged on one side of the upper shell, which is far away from the lower shell;
the gear output shaft assembly is rotatably arranged between the upper shell and the lower shell;
and the planetary gear reducer is rotatably arranged between the upper shell and the lower shell and is connected with the first steering motor and the second steering motor, and the planetary gear reducer is matched with the gear output shaft assembly.
As a further aspect of the present invention, the planetary gear reducer includes:
the planet carrier comprises a planet carrier body, a planet carrier hole and a planet carrier clamp spring groove;
the three needle roller bearings are sleeved on the planet carrier body;
the central holes of the three planetary gears are respectively sleeved on the three needle roller bearings and are in interference fit with the three needle roller bearings;
the three clamp springs are clamped in the clamp spring grooves c of the planet carrier and are used for limiting the axial displacement of the needle bearing and the planet gear;
one end shaft of the sun gear is in interference fit with the inner ring of the first deep groove ball bearing, the other end shaft of the sun gear is in interference fit with the inner ring of the second deep groove ball bearing, and the sun gear is simultaneously externally meshed with the three planet gears;
the outer ring of the first deep groove ball bearing is in interference fit with the planet carrier hole;
the outer ring of the second deep groove ball bearing is in interference fit with the gear ring hole;
the gear ring is internally meshed with the three planetary gears, a shaft on one side of the gear ring, which is far away from the second deep groove ball bearing, is in interference fit with an inner ring of a third deep groove ball bearing, and an outer ring of the third deep groove ball bearing is in interference fit with a bearing hole of the lower shell;
an end shaft of the planet carrier, which is far away from the needle roller bearing, is in interference fit with an inner ring of a fourth deep groove ball bearing, and an outer ring of the fourth deep groove ball bearing is in interference fit with a bearing hole of the upper shell;
the output shaft of the first steering motor is matched with the sun gear through a flat key, and the output shaft of the second steering motor is matched with the planet carrier through a flat key.
As a further aspect of the present invention, the gear output shaft assembly includes:
one side shaft of the gear output shaft is in interference fit with the inner ring of the tapered roller bearing, and the other side shaft of the gear output shaft is in interference fit with the inner ring of the other tapered roller bearing;
the flat key is arranged in a flat key groove on a shaft on one side of the gear output shaft, is used for limiting the axial displacement of the tapered roller bearings on the same side and is also used for transmitting torque power;
the outer ring of the tapered roller bearing at the end, far away from the flat key, of the gear output shaft is arranged in a bearing hole, far away from the planetary gear reducer, of the lower shell in an interference manner, and the outer ring of the tapered roller bearing at the end, near to the flat key, of the gear output shaft is arranged in a bearing hole, far away from the planetary gear reducer, of the upper shell in an interference manner;
and the gear of the gear output shaft is externally meshed with the gear ring of the planetary gear reducer.
As a further technical scheme of the invention, the gear output shaft penetrates through an upper knuckle arm mounting hole of a steering knuckle and is matched with the upper knuckle arm mounting hole through a flat key, and the tail end of the gear output shaft is provided with threads and is fixedly connected with the steering knuckle through a nut and the flat key for limiting the axial displacement of a redundant double-motor steering mechanism along the gear output shaft; the end surface of the gear output shaft, which is close to the tapered roller bearing at the flat key end, is abutted against the lower surface of the upper knuckle arm of the knuckle, and a certain gap is reserved between the upper shell and the knuckle to prevent the two from rubbing when rotating relatively.
As a still further technical solution of the present invention, a lug is extended from the outer portion of one side of the lower casing, and is used for being connected with one end of the upper suspension arm through a bolt, the upper suspension arm and the upper suspension arm can freely rotate around the axis of the bolt, and the other end of the upper suspension arm is connected to a frame or a vehicle body through a bolt.
As a still further technical solution of the present invention, a lower suspension arm is mounted on the wheel end assembly, a ball head is integrated at one end of the lower suspension arm, the ball head is connected to a lower link arm of a knuckle by a bolt, and the other end of the lower suspension arm is connected to a frame or a vehicle body by a bolt.
As a still further aspect of the present invention, a shock absorber is mounted on the upper suspension arm, a lower end of the shock absorber is connected to a shock absorber base of a lower suspension arm of the wheel end assembly by a bolt, and an upper end of the shock absorber is connected to the frame or the body of the vehicle by a bolt.
As a still further aspect of the present invention, the wheel end assembly is integrated with a hub motor and a brake system, and is fixed to the knuckle by a bolt and a nut.
A control method of a redundant double-motor steering mechanism comprises the following steps:
the turning angle signal values of the steering motor and the steering wheel are acquired at any time through a turning angle sensor of the steering motor and a turning angle sensor of the steering wheel and are transmitted to a vehicle-mounted electronic control unit ECU;
the vehicle-mounted electronic control unit ECU calculates the required steering angle of the steering motor through the input steering wheel angle signal value and sends a control instruction to the steering motor; the relation between the steering wheel rotation angle and the motor rotation angle is stored in a vehicle-mounted electronic control unit ECU through calibration presetting;
and the vehicle-mounted electronic control unit ECU reads the fed back actual rotation angle of the steering motor, compares the actual rotation angle of the steering motor with the calculated rotation angle of the steering motor, does not perform any operation if the difference value of the actual rotation angle of the steering motor and the calculated rotation angle of the steering motor is within an error allowable range, and makes a decision for controlling the turning-on and turning-off of the steering motor and gives a fault alarm if the difference value of the actual rotation angle of the steering motor and the calculated rotation angle of the steering motor is greater.
As a further technical scheme of the invention, the control method of the redundant double-motor steering mechanism comprises the following steps:
firstly, when a vehicle is started, a vehicle-mounted Electronic Control Unit (ECU) controls a road feel motor which is connected with a steering wheel and is used for simulating road feel to perform small-angle input, and whether two steering motors have faults or not is detected in sequence; if one of the steering motors is detected to be out of order by one wheel, the failure mark of the corresponding steering motor is set to be 1 and stored in an ECU (electronic control unit) on the vehicle, and then the other steering motor is started after the starting detection; if both steering motors fail, subsequent operation of the vehicle cannot be performed; if both the steering motors have no faults, the first steering motor is started by default;
if no steering motor works after starting, indicating that two steering motors of one side wheel are in failure, then subsequent operation cannot be carried out on the vehicle and a failure warning is sent out;
if the first steering motor works after being started, the brake system of the second steering motor is controlled to work, the second steering motor is not driven, namely the planet carrier is fixed, the load of the first steering motor is reduced, and power is transmitted to the gear output shaft through the first steering motor, the sun gear, the planetary gear and the gear ring; if the difference between the actual turning angle of the steering motor and the required turning angle of the steering motor is too large, the vehicle-mounted electronic control unit ECU judges whether the fault sign of the second steering motor is 1, if the fault sign is 1, the two motors of the wheel at one side are simultaneously in fault, a fault warning is sent out, and the vehicle is controlled to decelerate and stop; if the power is not 1, the second steering motor is started to work, the brake system of the first steering motor is controlled to work, the first steering motor is not driven, namely the sun gear is fixed, the load of the second steering motor is reduced, and the power is transmitted to the gear output shaft through the second steering motor, the planet carrier, the planetary gear and the gear ring; continuously detecting the actual turning angle of the steering motor and the required turning angle of the steering motor by the vehicle-mounted electronic control unit ECU, if the difference between the actual turning angle and the required turning angle of the steering motor is too large, indicating that both the steering motors of the wheels on one side are in failure at the moment, and sending failure warning and controlling the vehicle to slow down and stop;
if the second steering motor works after being started, the first steering motor is indicated to be out of order, the brake system of the first steering motor is controlled to work, the first steering motor is not driven, namely the sun gear is fixed, the load of the second steering motor is reduced, and power is transmitted to the gear output shaft through the second steering motor, the planet carrier, the planetary gear and the gear ring; and the vehicle-mounted electronic control unit ECU continuously detects the actual turning angle of the steering motor and the required turning angle of the steering motor, if the difference between the actual turning angle and the required turning angle is too large, the two steering motors of the wheels on one side are failed at the moment, and a failure warning is sent out and the vehicle is controlled to decelerate and stop.
Compared with the prior art, the invention has the beneficial effects that:
1. the redundant double-motor steering mechanism is arranged below the upper knuckle arm of the steering knuckle, so that the center of gravity of the whole vehicle can be reduced, and the space is reasonably utilized;
2. due to the design of the redundant double-motor steering mechanism, under the condition that one steering motor fails, the other steering motor can take over the steering task, so that the safety of the automobile in the driving process can be greatly improved;
3. the planetary gear reducer is used as a coupling device of power, when one steering motor works, the internal contracting brake system of the other steering motor is started, so that the load and the abrasion of the two steering motors can be reduced, and the service lives of the two steering motors can be prolonged; the power transmission of the two steering motors is not influenced mutually, and even under the condition that one steering motor is seriously damaged and cannot rotate, the work of the other steering motor is not influenced, so that the redundant design scheme is effective and reliable.
Drawings
FIG. 1 is a cross-sectional view of a redundant dual motor steering mechanism in use;
FIG. 2 is a schematic structural diagram of a redundant dual-motor steering mechanism;
FIG. 3 is an exploded view of a redundant dual motor steering mechanism;
FIG. 4 is an exploded view of a planetary gear reducer in a redundant dual motor steering mechanism;
FIG. 5 is a partial cross-sectional view of a redundant dual motor steering mechanism;
FIG. 6 is a schematic structural diagram of a redundant planet carrier in a dual-motor steering mechanism;
FIG. 7 is a flow chart of a method of controlling a redundant dual motor steering mechanism;
fig. 8 is a functional block diagram of a method of controlling a redundant dual motor steering mechanism.
In the figure: the four-wheel-end steering mechanism comprises a 1-wheel-end assembly, a 2-steering knuckle, a 3-redundant double-motor steering mechanism, a 31-first steering motor, a 32-lower shell, a 33-gear output shaft assembly, a 331-conical roller bearing, a 332-gear output shaft, a 333-flat key, a 34-planetary gear reducer, a 340-second deep groove ball bearing, a 341-third deep groove ball bearing, a 342-gear ring, a 343-sun gear, a 344-snap spring, a 345-planetary gear, a 346-needle bearing, a 347-planet carrier, a 347 a-planet carrier hole, a 347 b-planet carrier, a 347 c-planet carrier snap spring groove, a 348-fourth deep groove ball bearing, a 349-first deep groove ball bearing, a 35-upper shell, a 36-second steering-arm motor, a 4-upper suspension, a 5-shock absorber and a 6-lower suspension arm.
Detailed Description
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
The embodiment of the present invention is implemented by a redundant dual-motor steering mechanism 3 shown in fig. 1 to 6, which is used for connecting a steering knuckle 2 of a wheel end assembly 1 with an upper suspension arm 4, wherein the redundant dual-motor steering mechanism 3 includes:
a lower case 32;
an upper case 35 installed at one side of the lower case 32 and fixedly connected thereto;
a first steering motor 31 fixedly mounted on a side of the lower housing 32 away from the upper housing 35;
a second steering motor 36 fixedly mounted on a side of the upper housing 35 away from the lower housing 32;
a gear output shaft assembly 33 rotatably mounted between the upper housing 35 and the lower housing 32;
and a planetary gear reducer 34 rotatably installed between the upper casing 35 and the lower casing 32 and connected to the first steering motor 31 and the second steering motor 36, wherein the planetary gear reducer 34 is engaged with the gear output shaft assembly 33.
In practical application, the upper shell 35 and the lower shell 32 are fastened and connected through bolts, and the contact surface is coated with sealant for sealing treatment; the first steering motor 31 is fixed on the lower shell 32 through bolts, and a band-type brake system is integrated in the first steering motor 31; the second steering motor 36 is fixed on the upper shell 35 through bolts, and a band-type brake system is integrated in the second steering motor 36; the redundant double-motor steering mechanism 3 is arranged below the upper knuckle arm of the steering knuckle 2, so that the gravity center of the whole vehicle can be reduced, and the space is reasonably utilized; due to the design of the redundant double-motor steering mechanism 3, under the condition that one steering motor fails, the other steering motor can take over the steering task, and the safety of the automobile in the driving process can be greatly improved.
As shown in fig. 3 to 6, as a preferred embodiment of the present invention, the planetary gear reducer 34 includes:
a carrier 347 including a carrier body 347b, a carrier hole 347a and a carrier body snap spring groove 347c;
the three needle roller bearings 346 are sleeved on the planet carrier 347 b;
the central holes of the three planet gears 345 are respectively sleeved on the three needle roller bearings 346 and are in interference fit with the three needle roller bearings 346;
the three clamp springs 344 are clamped in the clamp spring grooves 347c of the planet carrier body and are used for limiting the axial displacement of the needle roller bearings 346 and the planet gears 345;
one end shaft of the sun gear 343 is in interference fit with the inner ring of the first deep groove ball bearing 349, the other end shaft of the sun gear 343 is in interference fit with the inner ring of the second deep groove ball bearing 340, and the sun gear 343 and three planet gears 345 are simultaneously and externally meshed;
the outer ring of the first deep groove ball bearing 349 is in interference fit with the planet carrier hole
The outer ring of the second deep groove ball bearing 340 is in interference fit with the gear ring 342 hole;
the gear ring 342 is internally meshed with the three planet gears 345, one side shaft of the gear ring 342, which is far away from the second deep groove ball bearing 340, is in interference fit with an inner ring of a third deep groove ball bearing 341, and an outer ring of the third deep groove ball bearing 341 is in interference fit with a bearing hole of the lower shell 32;
an end shaft of the planet carrier 347 far away from the needle roller bearing 346 is in interference fit with an inner ring of a fourth deep groove ball bearing 348, and an outer ring of the fourth deep groove ball bearing 348 is in interference fit with a bearing hole of the upper shell 35;
the output shaft of the first steering motor 31 is coupled to the sun gear 343 via a flat key 333, and the output shaft of the second steering motor 36 is coupled to the carrier 347 via a flat key 333.
In one aspect of the present embodiment, when the first steering motor 31 rotates, the flat key 333 drives the sun gear 343 to rotate, the sun gear 343 drives the three planetary gears 345 to rotate, and further drives the ring gear 342 to rotate, so as to drive the gear output shaft assembly 33; at this time, the band-type brake system of the second steering motor 36 works and is not driven, that is, the planet carrier 347 is fixed, so that the load of the first steering motor 31 is reduced, and the power is transmitted to the gear output shaft assembly 33 through the first steering motor 31, the sun gear 343, the planet gear 345 and the ring gear 342; the second steering motor 36 is started to work, the brake system of the first steering motor 31 is controlled to work, the first steering motor 31 is not driven, namely the sun gear 343 is fixed, the load of the second steering motor 36 is reduced, and power is transmitted to the gear output shaft assembly 33 through the second steering motor 36, the planet carrier 347, the planet gear 345 and the gear ring 342; detecting actual turning angles of the two steering motors and a required turning angle of the steering motor, if the difference between the actual turning angles and the required turning angle is too large, indicating that both the two steering motors are in failure at the moment, and sending a failure warning and controlling the vehicle to decelerate and stop; preferably, the wheel end assembly 1 is integrated with a hub motor and a brake system for easy control, and is fixed to the knuckle 2 by bolts and nuts.
As shown in fig. 3 and 6, as another preferred embodiment of the present invention, the gear output shaft assembly 33 includes:
a gear output shaft 332, one side shaft of which is in interference fit with the inner ring of the tapered roller bearing 331, and the other side shaft of which is in interference fit with the inner ring of the tapered roller bearing 331;
a flat key 333 which is arranged in a flat key 333 groove on the shaft at one side of the gear output shaft 332 and is used for limiting the axial displacement of the tapered roller bearing 331 at the same side and simultaneously transmitting torque power;
the outer ring of the tapered roller bearing 331 at one end of the gear output shaft 332 far away from the flat key 333 is arranged in a bearing hole of the lower shell 32 far away from the planetary gear reducer 34 in an interference manner, and the outer ring of the tapered roller bearing 331 at one end of the gear output shaft 332 close to the flat key 333 is arranged in a bearing hole of the upper shell 35 far away from the planetary gear reducer 34 in an interference manner;
the gear of the gear output shaft 332 is externally engaged with the ring gear 342 of the planetary gear reducer 34.
In one case of the embodiment, the gear ring 342 rotates to bring the gear output shaft 332 engaged therewith to rotate, preferably, to ensure stable operation, the gear output shaft 332 passes through the upper knuckle mounting hole of the knuckle 2, and the two are matched through the flat key 333, the end of the gear output shaft 332 is threaded, and is fixedly connected with the knuckle 2 through the nut and the flat key 333, so as to limit the axial displacement of the redundant dual-motor steering mechanism 3 along the gear output shaft 332; the end surface of the gear output shaft 332 close to the tapered roller bearing 331 at the end of the flat key 333 is abutted against the lower surface of the upper knuckle arm of the knuckle 2, and a certain gap is left between the upper shell 35 and the knuckle 2 to prevent friction when the two rotate relatively; a lug extends out of the outer part of one side of the lower shell 32 and is used for being connected with one end of an upper suspension arm 4 through a bolt, the upper suspension arm and the lower shell can freely rotate around the axis of the bolt, and the other end of the upper suspension arm 4 is connected to a frame or a vehicle body through a bolt; a lower suspension arm 6 is mounted on the wheel end assembly 1, a ball head is integrated at one end of the lower suspension arm 6, the ball head is connected with a lower section arm of the steering knuckle 2 through a bolt, and the other end of the lower suspension arm 6 is connected with a frame or a vehicle body through a bolt; the upper suspension arm 4 is provided with a shock absorber 5, the lower end of the shock absorber 5 is connected to the base of the shock absorber 5 of the lower suspension arm 6 of the wheel end assembly 1 through a bolt, and the upper end of the shock absorber 5 is connected to a frame or a vehicle body through a bolt.
The embodiment provides a control method of a redundant dual-motor steering mechanism 3, as shown in fig. 7 and 8, including the following steps:
the turning angle signal values of the steering motor and the steering wheel are acquired at any time through a turning angle sensor of the steering motor and a turning angle sensor of the steering wheel and are transmitted to a vehicle-mounted electronic control unit ECU;
the vehicle-mounted electronic control unit ECU calculates the required steering angle of the steering motor through the input steering wheel angle signal value and sends a control instruction to the steering motor; the relation between the steering wheel rotation angle and the motor rotation angle is stored in a vehicle-mounted electronic control unit ECU through calibration presetting;
and the vehicle-mounted electronic control unit ECU reads the fed back actual rotating angle of the steering motor, compares the actual rotating angle of the steering motor with the calculated rotating angle of the steering motor, does not perform any operation if the difference value of the actual rotating angle of the steering motor and the calculated rotating angle of the steering motor is within an error allowable range, and makes a decision for controlling the turning-on and turning-off of the steering motor and performs fault alarm if the difference value of the actual rotating angle of the steering motor and the calculated rotating angle of the steering motor is larger.
In one case of this embodiment, the specific steps are as follows:
firstly, when a vehicle is started, a vehicle-mounted Electronic Control Unit (ECU) controls a road feel motor which is connected with a steering wheel and is used for simulating road feel to perform small-angle input, and whether two steering motors have faults or not is detected in sequence; if one of the steering motors is detected to be out of order by one wheel, the failure mark of the corresponding steering motor is set to be 1 and stored in an ECU (electronic control unit) on the vehicle, and then the other steering motor is started after the starting detection; if both steering motors fail, subsequent operation of the vehicle cannot be performed; if both the steering motors are not faulty, the first steering motor 31 is started by default;
if no steering motor works after starting, indicating that two steering motors of one side wheel are failed, then the vehicle cannot be subsequently operated and a failure warning is sent out;
if the first steering motor 31 works after being started, the brake system of the second steering motor 36 is controlled to work, the second steering motor 36 is not driven, namely the planet carrier 347 is fixed, the load of the first motor is reduced, and power is transmitted to the gear output shaft 332 through the first steering motor 31, the sun gear 343, the planet gear 345 and the gear ring 342; if the vehicle-mounted electronic control unit ECU detects that the difference between the actual turning angle of the steering motor and the required turning angle of the steering motor is too large, whether the fault flag of the second steering motor 36 is 1 or not is judged, if the fault flag is 1, two motors of one wheel are simultaneously in fault, a fault warning is sent out, and the vehicle is controlled to be decelerated and stopped; if the value is not 1, the second steering motor 36 is started to work, the brake system of the first steering motor 31 is controlled to work, the first steering motor 31 is not driven, that is, the sun gear 343 is fixed, the load of the second steering motor 36 is reduced, and power is transmitted to the gear output shaft 332 through the second steering motor 36, the planet carrier 347, the planet gear 345 and the gear ring 342; the vehicle-mounted electronic control unit ECU continuously detects the actual turning angle of the steering motor and the required turning angle of the steering motor, if the difference between the actual turning angle and the required turning angle is too large, the two steering motors of the wheels on one side are failed at the moment, and a failure warning is sent out and the vehicle is controlled to decelerate and stop;
if the second steering motor 36 works after being started, which indicates that the first steering motor 31 has a fault, the brake system of the first steering motor 31 is controlled to work, the first steering motor 31 is not driven, that is, the sun gear 343 is fixed, the load of the second steering motor 36 is reduced, and power is transmitted to the gear output shaft 332 through the second steering motor 36, the planet carrier 347, the planet gear 345 and the gear ring 342; and the vehicle-mounted electronic control unit ECU continuously detects the actual turning angle of the steering motor and the required turning angle of the steering motor, if the difference between the actual turning angle and the required turning angle is too large, the two steering motors of the wheels on one side are failed at the moment, and a failure warning is sent out and the vehicle is controlled to decelerate and stop.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.
Claims (10)
1. A redundant dual-motor steering mechanism for connecting a knuckle of a wheel end assembly to an upper suspension arm, the redundant dual-motor steering mechanism comprising:
a lower housing;
the upper shell is arranged on one side of the lower shell and fixedly connected with the lower shell;
the first steering motor is fixedly arranged on one side of the lower shell, which is far away from the upper shell;
the second steering motor is fixedly arranged on one side of the upper shell, which is far away from the lower shell;
the gear output shaft assembly is rotatably arranged between the upper shell and the lower shell;
and the planetary gear reducer is rotatably arranged between the upper shell and the lower shell and is connected with the first steering motor and the second steering motor, and the planetary gear reducer is matched with the gear output shaft assembly.
2. A redundant dual motor steering mechanism according to claim 1, wherein the planetary gear reducer comprises:
the planet carrier comprises a planet carrier body, a planet carrier hole and a planet carrier clamp spring groove;
the three needle roller bearings are sleeved on the planet carrier body;
the central holes of the three planetary gears are respectively sleeved on the three needle roller bearings and are in interference fit with the three needle roller bearings;
the three clamp springs are clamped in the clamp spring grooves of the planet carrier and used for limiting the axial displacement of the needle roller bearing and the planet gear;
one end shaft of the sun gear is in interference fit with the inner ring of the first deep groove ball bearing, the other end shaft of the sun gear is in interference fit with the inner ring of the second deep groove ball bearing, and the sun gear is simultaneously externally meshed with the three planet gears;
the outer ring of the first deep groove ball bearing is in interference fit with the planet carrier hole;
the outer ring of the second deep groove ball bearing is in interference fit with the gear ring hole;
the gear ring is internally meshed with the three planetary gears, a shaft on one side of the gear ring, which is far away from the second deep groove ball bearing, is in interference fit with an inner ring of a third deep groove ball bearing, and an outer ring of the third deep groove ball bearing is in interference fit with a bearing hole of the lower shell;
an end shaft of the planet carrier, which is far away from the needle roller bearing, is in interference fit with an inner ring of a fourth deep groove ball bearing, and an outer ring of the fourth deep groove ball bearing is in interference fit with a bearing hole of the upper shell;
the output shaft of the first steering motor is matched with the sun gear through a flat key, and the output shaft of the second steering motor is matched with the planet carrier through a flat key.
3. A redundant dual motor steering mechanism according to claim 2, wherein the gear output shaft assembly comprises:
one side shaft of the gear output shaft is in interference fit with the inner ring of the tapered roller bearing, and the other side shaft of the gear output shaft is in interference fit with the inner ring of the other tapered roller bearing;
the flat key is arranged in a flat key groove on a shaft on one side of the gear output shaft, is used for limiting the axial displacement of the tapered roller bearings on the same side and is also used for transmitting torque power;
the outer ring of the tapered roller bearing at the end, far away from the flat key, of the gear output shaft is arranged in a bearing hole, far away from the planetary gear reducer, of the lower shell in an interference manner, and the outer ring of the tapered roller bearing at the end, near to the flat key, of the gear output shaft is arranged in a bearing hole, far away from the planetary gear reducer, of the upper shell in an interference manner;
and the gear of the gear output shaft is externally meshed with the gear ring of the planetary gear reducer.
4. A redundant dual-motor steering mechanism according to claim 3, wherein the gear output shaft passes through an upper knuckle arm mounting hole of the knuckle and is matched with the upper knuckle arm mounting hole through a flat key, and the tail end of the gear output shaft is provided with threads and is fixedly connected with the knuckle through a nut and the flat key for limiting axial displacement of the redundant dual-motor steering mechanism along the gear output shaft; the end surface of the gear output shaft, which is close to the tapered roller bearing at the flat key end, is abutted against the lower surface of the upper knuckle arm of the knuckle, and a certain gap is reserved between the upper shell and the knuckle to prevent the two from rubbing when rotating relatively.
5. A redundant dual-motor steering mechanism according to claim 4, wherein a tab extends from an outer portion of one side of the lower housing for connection with an end of an upper suspension arm via a bolt, the upper suspension arm and the upper suspension arm being freely rotatable about a bolt axis, the other end of the upper suspension arm being connected to the frame or the body via a bolt.
6. A redundant dual-motor steering mechanism according to claim 4, wherein a lower suspension arm is mounted on the wheel end assembly, a ball head is integrated at one end of the lower suspension arm, the ball head is connected with a lower link arm of a steering knuckle through a bolt, and the other end of the lower suspension arm is connected with a frame or a vehicle body through a bolt.
7. A redundant dual motor steering mechanism according to claim 4, wherein a shock absorber is mounted on the upper suspension arm, a lower end of the shock absorber is bolted to a shock absorber base of the lower suspension arm of the wheel end assembly, and an upper end of the shock absorber is bolted to the frame or the body.
8. A redundant dual motor steering mechanism according to claim 4, wherein the wheel end assembly integrates a hub motor and a braking system and is secured to the knuckle by bolts and nuts.
9. A method of controlling a redundant dual motor steering mechanism according to any one of claims 1-8, comprising the steps of:
the turning angle signal values of the steering motor and the steering wheel are acquired at any time through a turning angle sensor of the steering motor and a turning angle sensor of the steering wheel and are transmitted to a vehicle-mounted electronic control unit ECU;
the vehicle-mounted electronic control unit ECU calculates the required steering angle of the steering motor through the input steering wheel angle signal value and sends a control instruction to the steering motor; the relation between the steering wheel rotation angle and the motor rotation angle is stored in a vehicle-mounted electronic control unit ECU through calibration presetting;
and the vehicle-mounted electronic control unit ECU reads the fed back actual rotating angle of the steering motor, compares the actual rotating angle of the steering motor with the calculated rotating angle of the steering motor, does not perform any operation if the difference value of the actual rotating angle of the steering motor and the calculated rotating angle of the steering motor is within an error allowable range, and makes a decision for controlling the turning-on and turning-off of the steering motor and performs fault alarm if the difference value of the actual rotating angle of the steering motor and the calculated rotating angle of the steering motor is larger.
10. A method of controlling a redundant dual motor steering mechanism according to claim 9, comprising the steps of:
firstly, when a vehicle is started, a road feel motor which is connected with a steering wheel and used for simulating road feel is controlled by a vehicle-mounted electronic control unit ECU to carry out small-angle input, and whether two steering motors have faults or not is detected in sequence; if one of the steering motors is detected to be out of order by one wheel, the failure mark of the corresponding steering motor is set to be 1 and stored in an ECU (electronic control unit) on the vehicle, and then the other steering motor is started after the starting detection; if both steering motors fail, subsequent operation of the vehicle cannot be performed; if both the steering motors have no faults, the first steering motor is started by default;
if no steering motor works after starting, indicating that two steering motors of one side wheel are in failure, then subsequent operation cannot be carried out on the vehicle and a failure warning is sent out;
if the first steering motor works after being started, the brake system of the second steering motor is controlled to work, the second steering motor is not driven, namely the planet carrier is fixed, the load of the first steering motor is reduced, and power is transmitted to the gear output shaft through the first steering motor, the sun gear, the planetary gear and the gear ring; if the difference between the actual turning angle of the steering motor and the required turning angle of the steering motor is too large, the vehicle-mounted electronic control unit ECU judges whether the fault sign of the second steering motor is 1, if the fault sign is 1, the two motors of the wheel at one side are simultaneously in fault, a fault warning is sent out, and the vehicle is controlled to decelerate and stop; if the power is not 1, the second steering motor is started to work, the brake system of the first steering motor is controlled to work, the first steering motor is not driven, namely the sun gear is fixed, the load of the second steering motor is reduced, and the power is transmitted to the gear output shaft through the second steering motor, the planet carrier, the planetary gear and the gear ring; continuously detecting the actual turning angle of the steering motor and the required turning angle of the steering motor by the vehicle-mounted electronic control unit ECU, if the difference between the actual turning angle and the required turning angle of the steering motor is too large, indicating that both the steering motors of the wheels on one side are in failure at the moment, and sending failure warning and controlling the vehicle to slow down and stop;
if the second steering motor works after being started, the first steering motor is indicated to be out of order, the brake system of the first steering motor is controlled to work, the first steering motor is not driven, namely the sun gear is fixed, the load of the second steering motor is reduced, and power is transmitted to the gear output shaft through the second steering motor, the planet carrier, the planetary gear and the gear ring; and the vehicle-mounted electronic control unit ECU continuously detects the actual turning angle of the steering motor and the required turning angle of the steering motor, if the difference between the actual turning angle and the required turning angle is too large, the two steering motors of the wheels on one side are failed at the moment, and a failure warning is sent out and the vehicle is controlled to decelerate and stop.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211666889.8A CN115973263A (en) | 2022-12-20 | 2022-12-20 | Redundant double-motor steering mechanism and control method thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211666889.8A CN115973263A (en) | 2022-12-20 | 2022-12-20 | Redundant double-motor steering mechanism and control method thereof |
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| CN202211666889.8A Pending CN115973263A (en) | 2022-12-20 | 2022-12-20 | Redundant double-motor steering mechanism and control method thereof |
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