CN211893388U

CN211893388U - Wire control steering system for vehicle

Info

Publication number: CN211893388U
Application number: CN202020183807.4U
Authority: CN
Inventors: 张竞争; 刘晓辉; 潘智慧; 陈文淼; 王琛; 詹君; 阳冬波; 张磊
Original assignee: Tianjin Tsintel Technology Co ltd
Current assignee: Qingzhi automobile technology (Suzhou) Co.,Ltd.
Priority date: 2020-02-19
Filing date: 2020-02-19
Publication date: 2020-11-10
Anticipated expiration: 2030-02-19

Abstract

The utility model discloses a drive-by-wire steering system for vehicle, it includes: the steering wheel, the first steering shaft, the torque sensor, the first motor, the first differential mechanism, the first angle sensor, the first controller, the first clutch, the second steering shaft, the universal joint, the second motor, the second differential mechanism, the second angle sensor, the gear rack mechanism, the axle and the second controller. The steering system can be applied to the conventional vehicle steering and can also be applied to the steering system of the automatic driving technology, so that on one hand, the automatic switching between the conventional steering and the automatic driving steering is realized, and simultaneously, the function backup of the automatic driving steering system can also be realized.

Description

Wire control steering system for vehicle

Technical Field

The utility model relates to a drive-by-wire steering system for vehicle, concretely relates to drive-by-wire steering system who possesses safe redundancy and autopilot ability.

Background

At present, most of steer-by-wire systems applied to automatic driving vehicles are further improved on the basis of traditional electric power steering, and the steer-by-wire systems are simpler in execution capacity and do not have the capacity of redundancy backup.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem, the utility model provides an automobile-used steer-by-wire system to realize still possessing the redundant ability of backing up of safety simultaneously at the random switching of automatic drive and driver's driving, specifically include:

a steering wheel, a first steering shaft, a torque sensor, a first motor, a first differential mechanism, a first angle sensor and a first controller,

a first clutch, a second steering shaft, a universal joint, a second motor, a second differential, a second angle sensor, a gear rack mechanism, an axle and a second controller,

wherein the content of the first and second substances,

the steering wheel is connected with a first steering shaft, the torque sensor, the first angle sensor and the first differential mechanism are all arranged on the first steering shaft, the first differential mechanism is connected with a first motor,

the universal joint is used as a universal connecting device to connect the first steering shaft with the second steering shaft,

the second differential, the second angle sensor and the gear rack mechanism are arranged on a second steering shaft, the second differential is connected with a second motor, the gear rack mechanism is connected with an axle, and the steering of wheels is controlled

The first controller is in electric signal connection with the torque sensor, the first motor, the first angle sensor and the first clutch,

the second controller is in electric signal connection with the first clutch, the second motor and the second angle sensor,

the first controller is in electrical signal connection with the second controller.

More preferably, the steer-by-wire system for a vehicle further includes a second clutch, and the second clutch is disposed between the first motor and the first differential.

More preferably, the steer-by-wire system for a vehicle further includes a third clutch, and the third clutch is disposed between the second motor and the second differential.

A drive-by-wire steering backup control method comprises the following steps:

a. powering on and starting;

b. the system operates: the system operates normally, and the first controller and the second controller communicate with each other to ensure the overall operation of the system;

c. and (3) fault detection: if no fault exists, the system continues to keep running, if faults occur, the fault is further judged to be out of place,

failure of the first control zone: further judging the fault positions of the first controller, the first motor, the first angle sensor and the torque sensor,

failure of the second control area: further judging the fault positions of the first controller, the first motor and the first angle sensor,

both the first control area and the second control area fail;

d. and (3) fault handling:

failure of the first control zone: the first clutch is disconnected, the first controller fails, the system is completely controlled by the second controller to take over,

failure of the second control area: the third clutch is disconnected, the second controller fails, the system is completely controlled by the first controller to take over,

and the first control area and the second control area both have faults, and the system directly brakes.

e. Reporting fault information: and reporting the fault information to a vehicle control system.

Drawings

FIG. 1 is a schematic diagram of the system configuration

FIG. 2 is a flow chart of the system operation

Detailed Description

The following describes the testing system of the vehicle front sensing system in detail with reference to the accompanying drawings.

FIG. 1 is a schematic diagram of a system configuration, which includes:

steering wheel 100, first steering shaft 210, torque sensor 300, first motor 410, first differential 420, first angle sensor 430, first controller 440, second clutch 450,

a first clutch 600, a second steering shaft 230, a universal joint 220, a second motor 510, a second differential 520, a second angle sensor 530, a second controller 540, a third clutch 550, a rack and pinion mechanism 700, and an axle 800,

wherein the content of the first and second substances,

the steering wheel 100 is connected with a first steering shaft 210, the torque sensor 300, the first angle sensor 430 and the first differential gear 420 are all arranged on the first steering shaft 210, the first differential gear 420 is connected with a first motor 410, the universal joint 220 is used as a universal connecting device to connect the first steering shaft 210 with a second steering shaft 230, the second differential gear 520 and the second angle sensor 530 are arranged on the second steering shaft 230 with a rack-and-pinion mechanism 700, the second differential gear 520 is connected with the second motor 510, and the rack-and-pinion mechanism 700 is connected with an axle to control the steering of wheels.

The first controller 440 is electrically connected to the torque sensor 300, the first motor 410, the first angle sensor 430 and the first clutch 600,

in the driver driving mode, the third clutch 550 is completely disengaged, the second motor 510 and the second angle sensor 530 are completely deactivated, and the system is controlled by the first control area hardware.

During normal work, a driver rotates the steering wheel 100, the steering wheel 100 transmits rotating force to the torque sensor 300, the torque sensor 300 obtains torque sensing information and transmits the torque sensing information to the first controller 440, the first controller 440 receives the torque information and controls the first motor 410 to drive, the second clutch 450 is closed, steering force is transmitted to the first steering shaft 210 through the first differential gear 420, the first angle sensor 430 transmits the detected steering information to the first controller 440, and therefore closed-loop control of the system is achieved.

When the first motor 410, the second clutch 450, the first angle sensor 430 or the first controller 440 has a problem, the second controller 540 obtains a first control area fault signal, and the steering control is taken over by the second control area, specifically, the following operations are performed: the torque sensor 300 detects a steering signal operated by a driver and transmits the steering signal to the second controller 540, the second controller 540 controls the third clutch 550 to be closed, and the second motor 510 drives the second differential 520 to complete the rotation of the second rotating shaft 230, so as to complete the steering of the system.

When the torque sensor 300 has a problem, the first controller 400 receives a fault signal of the torque sensor 300, controls the second clutch 450 and the third clutch 550 to be disconnected, controls the steering wheel 100, the first steering shaft 210, the first clutch 430, the universal joint 220, the rack and pinion mechanism 700 and the axle 800 to form mechanical connection, controls pure mechanical steering by a driver, and uploads fault information to a whole vehicle system, and the whole vehicle system automatically switches the vehicle system into an automatic driving mode after receiving the fault information of the torque sensor 300, and stops the vehicle nearby through the automatic driving mode, or is actively braked by the driver.

In the case of the automatic driving mode, the specific work flow goes to fig. 2,

when the steering system normally works, the steering system is controlled by a control system of the whole vehicle to normally run, but once the system fails, the steering system can carry out self-detection and confirm the position of the failure.

If the first control area fails, including the failure of the first angle sensor 430, the first motor 410 and the first controller 440, the system disconnects the first clutch 600 and the second clutch 450, the first controller 440 fails, the second controller 540 completely takes over control, and uploads failure information to the vehicle control system.

If the second control area fails, including the second motor 510, the second angle sensor 530, the second controller 540, and the failure, the system disconnects the third clutch 550, the second controller 540 fails, the first controller 440 fully takes over control, and uploads failure information to the vehicle control system.

If the first control area and the second control area share a common seal, the system directly uploads the fault information to the whole vehicle system, and the whole vehicle system controls the vehicle braking system to carry out locking braking.

Claims

1. A steer-by-wire system for a vehicle, comprising:

wherein the content of the first and second substances,

a second differential mechanism, a second angle sensor and a gear rack mechanism are arranged on a second steering shaft, the second differential mechanism is connected with a second motor, the gear rack mechanism is connected with an axle and controls the steering of wheels,

2. The steer-by-wire system for a vehicle of claim 1, further comprising a second clutch disposed between the first motor and the first differential.

3. The steer-by-wire system for a vehicle of claim 1, further comprising a third clutch, the third clutch being disposed between the second motor and the second differential.

4. The steer-by-wire system for a vehicle of claim 2, further comprising a third clutch, the third clutch being disposed between the second motor and the second differential.