CN212861612U - Drive-by-wire steering system and automobile - Google Patents
Drive-by-wire steering system and automobile Download PDFInfo
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- CN212861612U CN212861612U CN202021688063.8U CN202021688063U CN212861612U CN 212861612 U CN212861612 U CN 212861612U CN 202021688063 U CN202021688063 U CN 202021688063U CN 212861612 U CN212861612 U CN 212861612U
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Abstract
The utility model relates to the technical field of automobiles, in particular to a line control steering system, a control method and an automobile, the system comprises a control unit and a motor set, the control unit comprises a plurality of processors which are mutually checked and carry out redundancy verification, a bridge circuit corresponding to the processors and a standby bridge circuit; the processor is communicated with the motor through the bridge circuit, and the bridge circuit between the processor and the motor is switched to a standby bridge circuit to realize communication with the motor when the bridge circuit fails; the utility model carries out redundancy verification through mutual check of the two processors, avoids the control logic from being abnormal and ensures safety; if the bridge is abnormal, the damaged bridge can be replaced by the spare bridge which is idle, and the spare bridge is electrically connected to replace a plurality of excessive redundant parts in the traditional steer-by-wire system, so that the cost of the steer-by-wire system can be obviously reduced.
Description
Technical Field
The utility model relates to the field of automotive technology, concretely relates to drive-by-wire steering system and car.
Background
Current steer-by-wire systems are comprised of both a steering feel actuator (intended to give the driver feedback of steering wheel force) and a wheel position actuator (intended to control the vehicle's steering wheel to a suitable degree of rotation). In order to meet the safety requirements of vehicles, a steering hand feeling actuator generally needs a single-winding motor to provide feedback torque; the wheel position actuator requires a dual winding motor to provide wheel position control. Therefore, the steer-by-wire system is costly.
Currently, two more solutions are adopted in steer-by-wire systems in the prior art, wherein the first prior art solution is shown in fig. 1:
the steering hand feeling actuator consists of an angle sensor, a torque sensor, a speed reducing mechanism, a motor 1, a control unit 1 and a control unit 2, and the principle is as follows, wherein the angle sensor and the torque sensor are used for detecting the driving intention of a driver, and the control unit 1 and the control unit 2 identify the intention of the driver and then enable the motor 1 to generate an acting force through calculation so as to provide road feeling for the driver. The control unit 1 and the control unit 2 are mutually redundant in calculation and control commands, and the safety of the vehicle is ensured.
The wheel position actuator is composed of a motor 3, a control unit 4, a speed reduction mechanism and a rack mechanism sensor, and the principle is that the speed reduction mechanism and the rack mechanism sensor are used for detecting the position of a rack for pushing a wheel, and then the motor 3 and the speed reduction mechanism are calculated after the position of the rack is detected, so that the motor 3 and the motor 4 simultaneously exert acting force to maintain and control the rack/wheel at a target position. The control unit 3 and the control unit 4 are redundant in calculation and control commands, and the motor 3 and the motor 4 are redundant in acting force, so that the safety of the vehicle is ensured. The motor 3 and the motor 4 can be two independent motors, and can also be two partial windings of the same motor.
In particular, when a failure occurs in the motor 3 or the control unit 3, the wheel position actuator can only produce 50% of the system set target force due to the lack of half the motor force.
A second prior art solution is shown in figure 1,
the processor 1, the bridge circuit 1 and the bridge circuit 2 jointly form a control unit 1 (controlling the steering hand feeling actuator); the processor 2, the bridge circuit 2 and the bridge circuit 3 jointly form a control unit 2 (controlling the wheel position actuator); namely, the steering hand feeling actuator and the wheel position actuator are respectively and independently controlled by two processors;
if a backup of the processor fail controlled by the control unit is desired, two processors are used for each unit, so that a total of 4 processors are used by both units. FIG. 2 illustrates a non-redundant implementation of a processor;
if a backup of the control bridge fail is desired, each motor is driven by two sets of drive axles, 2x2 being a total of 4 drive axles.
In summary, the disadvantages of the existing solutions are:
(1) if the first prior art is adopted to pay attention to redundancy, 4 processors and 3 motors are used, so that the cost is high;
(2) if the second prior art technique is used with the emphasis on cost, it is sufficient to use 2 processors, but because of non-redundancy, the safety is not sufficient.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that will solve is: provided is a steer-by-wire system which can reduce the cost while ensuring the safety.
In order to solve the technical problem, the utility model discloses a first technical scheme be:
a steer-by-wire system comprising
The system comprises a control unit, a redundancy verification unit and a redundancy verification unit, wherein the control unit comprises a plurality of processors which are mutually verified to carry out redundancy verification, bridges corresponding to the processors and standby bridges; and
the processor is communicated with the motor through the bridge circuit, and the bridge circuit between the processor and the motor is switched to a standby bridge circuit to realize communication with the motor when the bridge circuit fails.
Further, the motors are all single-winding motors.
Further, the system also comprises a sensor unit corresponding to the processor, wherein the sensor unit comprises one or more of a rotation angle sensor, a moment sensor and a rack position sensor.
Furthermore, a switch is arranged between the standby bridge circuit and the motor and between the standby bridge circuits, and the control unit controls the switch to act.
Further, the control unit includes a first processor, a second processor, a first bridge, a second bridge, and a backup bridge, where the first processor and the second processor are mutually verified for redundancy verification, the first processor is electrically connected to the first bridge, the second processor is electrically connected to the second bridge, and the backup bridge is electrically connected to the first processor and the second processor, respectively;
the motor set comprises a first motor and a second motor, the control unit controls the first motor to be communicated with the first bridge circuit or the standby bridge circuit, and the control unit controls the second motor to be communicated with the second bridge circuit or the standby bridge circuit.
Further, the switch between the first motor and the first bridge circuit is a first switch; the switch between the first motor and the standby bridge circuit is a second switch; the switch between the second motor and the second bridge circuit is a third switch; the switch between the second electrical machine and the backup bridge is a fourth switch.
In order to solve the technical problem, the utility model discloses a second kind technical scheme be:
a control method adopting the steer-by-wire system comprises
The motor set provides steering hand feeling actuation and wheel position actuation;
judging whether the bridge circuit is abnormal or not, and if not, not operating; if yes, the abnormal bridge circuit is cut off, and meanwhile the standby bridge circuit is switched to achieve communication between the processor and the motor.
Further, if the bridge circuit is abnormal, an alarm is given.
Furthermore, the first motor and the second motor respectively provide steering hand feeling actuation and wheel position actuation;
the first bridge circuit is communicated with the first motor, and the second bridge circuit is communicated with the second motor;
judging whether the first bridge circuit and the second bridge circuit are abnormal or not, and if not, not operating; the first motor and the second motor respectively provide steering hand feeling actuation and wheel position actuation;
the first bridge circuit is communicated with the first motor, and the second bridge circuit is communicated with the second motor;
judging whether the first bridge circuit and the second bridge circuit are abnormal or not, and if not, not operating; if the first bridge circuit is abnormal, disconnecting the first bridge circuit and the first motor, and connecting the first motor and the standby bridge circuit; if the second bridge circuit is abnormal, the second bridge circuit and the second motor are disconnected, and the second motor and the standby bridge circuit are connected.
In order to solve the above technical problem, the utility model discloses a third kind technical scheme be:
an automobile comprises the steer-by-wire system and the control method.
The beneficial effects of the utility model reside in that: redundancy verification is carried out through mutual verification of the two processors, so that the control logic is prevented from being abnormal, and the safety is ensured; if the bridge circuit is abnormal, the damaged bridge circuit can be replaced by the spare bridge circuit which is idle, but the probability of the damage of the two bridge circuits is very small, and the driver can be reminded of the current state of the system and stop at the side by the control software when the bridge circuit has a single fault; the first motor is electrically connected with the first bridge circuit and the standby bridge circuit through the switch respectively, and the second motor is electrically connected with the second bridge circuit and the standby bridge circuit through the switch respectively to replace a plurality of excessive redundant parts in the traditional steer-by-wire system, so that the cost of the steer-by-wire system can be reduced remarkably. Through the arrangement of the control unit and the motor set, the system can achieve the steer-by-wire function by adopting a single-winding motor with lower cost.
Drawings
FIG. 1 is a first prior art;
FIG. 2 is a second prior art;
fig. 3 is a schematic structural diagram of a steer-by-wire system according to an embodiment of the present invention;
description of reference numerals: 1. a first processor; 2. a second processor; 3. a first bridge circuit; 4. a second bridge circuit; 5. a backup bridge; 6. a first motor; 7. a second motor; 8. a first rotation angle sensor; 9. a first torque sensor; 10. a first rack position sensor; 11. a second rotation angle sensor; 12. a second torque sensor; 13. a second rack position sensor; 14. a first switch; 15. a second switch; 16. a third switch; 17. and a fourth switch.
Detailed Description
In order to explain the technical content, the objects and the effects of the present invention in detail, the following description is made with reference to the accompanying drawings in combination with the embodiments.
Example one
Referring to FIG. 3, a steer-by-wire system includes
The control unit comprises a first processor 1, a second processor 2, a first bridge 3, a second bridge 4 and a standby bridge 5, wherein the first processor 1 and the second processor 2 are verified mutually to carry out redundancy verification, the first processor 1 is electrically connected with the first bridge 3, the second processor 2 is electrically connected with the second bridge 4, and the standby bridge 5 is electrically connected with the first processor 1 and the second processor 2 respectively; and
and the motor set comprises a first motor 6 and a second motor 7, the control unit controls the first motor 6 to be communicated with the first bridge circuit 3 or the standby bridge circuit 5, and the control unit controls the second motor 7 to be communicated with the second bridge circuit 4 or the standby bridge circuit 5.
The sensor comprises a first sensor unit and a second sensor unit, wherein the first sensor unit is electrically connected with a first processor 1, and the second sensor unit is electrically connected with a second processor 2;
the first sensor unit includes a first rotation angle sensor 8, a first torque sensor 9, and a first rack position sensor 10;
the second sensor unit includes a second rotational angle sensor 11, a second torque sensor 12, and a second rack position sensor 13.
Switches are arranged between the first motor 6 and the first bridge circuit 3 and between the first motor and the standby bridge circuit 5, and switches are arranged between the second motor 7 and the second bridge circuit 4 and between the second motor and the standby bridge circuit 5; the control unit controls the switch action.
The switch between the first electric machine 6 and the first bridge 3 is a first switch 14; the switch between the first electric machine 6 and the backup bridge circuit 5 is a second switch 15; the switch between the second motor 7 and the second bridge circuit 4 is a third switch 16; the switch between the second electrical machine 7 and the backup bridge 5 is a fourth switch 17.
From the control logic, the importance and fail-safe requirements of the first and second motors are first functionally determined, such as the first motor being the primary function and the second motor being the secondary function. When the bridge circuit matched with the first motor is failed, the standby can quickly take over the control of the first motor through the connection of the switch and the disconnection of the switch, thereby realizing the backup control. Similarly, when the bridge circuit matched with the second motor is failed, the backup bridge circuit can quickly take over the control of the second motor through the connection of the switch and the disconnection of the switch, thereby realizing the backup control.
Example two
The same parts of the steer-by-wire system as the first embodiment are not described again, and the difference is that the first motor 6 and the second motor 7 are both single-winding motors.
EXAMPLE III
A control method using the steer-by-wire system of the first embodiment or the second embodiment includes
The first motor 6 and the second motor 7 respectively provide steering hand feeling actuation and wheel position actuation;
the first bridge 3 is in communication with a first electric machine 6 and the second bridge 4 is in communication with a second electric machine 7;
judging whether the first bridge circuit 3 and the second bridge circuit 4 are abnormal or not, and if not, not operating; if the first bridge circuit 3 is abnormal, a first switch 14 between the first bridge circuit 3 and the first motor 6 is switched off, the first motor 6 and the standby bridge circuit are switched on through a second switch 15, and meanwhile, an alarm is given; if the second bridge circuit 4 is abnormal, the third switch 16 of the second bridge circuit 4 and the second motor 7 is opened, and the second motor 7 and the backup bridge circuit are turned on through the fourth switch 17, and an alarm is issued.
Example four
A steer-by-wire system comprising
The system comprises a control unit, a redundancy verification unit and a redundancy verification unit, wherein the control unit comprises four processors which are mutually verified to carry out redundancy verification, a bridge circuit corresponding to the processors and two standby bridge circuits; and
the electric machine set comprises an electric machine corresponding to bridges, the processors are communicated with the electric machine through the bridges, every two processors share one standby bridge, and the communication between the processors and the electric machine is realized by switching to the standby bridge when the bridges between the processors and the electric machine fail.
The system further includes a sensor unit corresponding to the processor, the sensor unit including one or more of a rotational angle sensor, a torque sensor, and a rack position sensor.
And a switch is arranged between the standby bridge circuit and the motor and between the standby bridge circuits, and the control unit controls the switch to act.
EXAMPLE five
The same parts of the linear control steering system as the embodiment are not described again, and the difference is that the processors have three, the spare bridge circuit has two, and one spare bridge circuit is shared between the two processors.
EXAMPLE six
A control method using the steer-by-wire system according to the fourth or fifth embodiment, comprising
The motor set provides steering hand feeling actuation and wheel position actuation;
judging whether the bridge circuit is abnormal or not, and if not, not operating; if yes, the abnormal bridge circuit is cut off, meanwhile, the standby bridge circuit is switched to achieve communication between the processor and the motor, and an alarm is given.
EXAMPLE seven
An automobile comprises the steer-by-wire system of one of the first embodiment, the second embodiment, the fourth embodiment and the fifth embodiment and the control method of the third embodiment or the sixth embodiment.
The above mentioned is only the embodiment of the present invention, and not the limitation of the patent scope of the present invention, all the equivalent transformations made by the contents of the specification and the drawings, or the direct or indirect application in the related technical field, are included in the patent protection scope of the present invention.
Claims (7)
1. A steer-by-wire system, comprising
The system comprises a control unit, a redundancy verification unit and a redundancy verification unit, wherein the control unit comprises a plurality of processors which are mutually verified to carry out redundancy verification, bridges corresponding to the processors and standby bridges; and
the processor is communicated with the motor through the bridge circuit, and the bridge circuit between the processor and the motor is switched to a standby bridge circuit to realize communication with the motor when the bridge circuit fails.
2. The steer-by-wire system of claim 1, wherein said motors are each single winding motors.
3. The steer-by-wire system of claim 1, further comprising a sensor unit corresponding to the processor, the sensor unit comprising one or more of a rotational angle sensor, a torque sensor, and a rack position sensor.
4. The steer-by-wire system according to claim 1, wherein a switch is provided between said backup bridge and said motor and between said bridges, and said control unit controls a switching operation.
5. The steer-by-wire system of claim 4,
the control unit comprises a first processor, a second processor, a first bridge, a second bridge and a standby bridge, wherein the first processor and the second processor are mutually verified for redundancy verification, the first processor is electrically connected with the first bridge, the second processor is electrically connected with the second bridge, and the standby bridge is respectively electrically connected with the first processor and the second processor;
the motor set comprises a first motor and a second motor, the control unit controls the first motor to be communicated with the first bridge circuit or the standby bridge circuit, and the control unit controls the second motor to be communicated with the second bridge circuit or the standby bridge circuit.
6. The steer-by-wire system of claim 5, wherein the switch between the first motor and the first bridge is a first switch; the switch between the first motor and the standby bridge circuit is a second switch; the switch between the second motor and the second bridge circuit is a third switch; the switch between the second electrical machine and the backup bridge is a fourth switch.
7. An automobile characterized by comprising the steer-by-wire system according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021688063.8U CN212861612U (en) | 2020-08-14 | 2020-08-14 | Drive-by-wire steering system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021688063.8U CN212861612U (en) | 2020-08-14 | 2020-08-14 | Drive-by-wire steering system and automobile |
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| Publication Number | Publication Date |
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| CN212861612U true CN212861612U (en) | 2021-04-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202021688063.8U Active CN212861612U (en) | 2020-08-14 | 2020-08-14 | Drive-by-wire steering system and automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112249151A (en) * | 2020-08-14 | 2021-01-22 | 北京新能源汽车技术创新中心有限公司 | Wire-controlled steering system, control method and automobile |
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2020
- 2020-08-14 CN CN202021688063.8U patent/CN212861612U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112249151A (en) * | 2020-08-14 | 2021-01-22 | 北京新能源汽车技术创新中心有限公司 | Wire-controlled steering system, control method and automobile |
| CN112249151B (en) * | 2020-08-14 | 2024-02-27 | 北京国家新能源汽车技术创新中心有限公司 | Steering-by-wire system, control method and automobile |
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