The invention relates to a circuit for controlling an acceleration,
Braking and steering system of a vehicle with at least two separate
Motors for actuating the acceleration and braking system
and at least two separate motors for actuating the
Steering system and with at least one electronic control unit
for controlling the at least two separate motors for actuation
the acceleration and braking system and at least one electronic control unit
for controlling the at least two separate motors for actuation
of the steering system.
Steering systems with two separate motors for controlling the acceleration and braking system and for actuating the steering system are already known from the German patent application DE 10 2004 051 078 A1
known to the applicant. In addition, under the name AEVIT a acceleration, braking and steering system is known in the trade, in which for driving the braking and acceleration system and the steering system respectively motors are provided with two windings, the two windings, however, are brought together at the collector, electrically so act like a winding. There is thus no redundancy in the engines. In the AEVIT system, two separate control units are provided for controlling the motors, with the power supply of one of the control units being routed via the other control unit. This has the great disadvantage that in case of failure of that control unit, via which the power supply is led to the second control unit, and the second control unit fails. In other words, this can lead to failure of the control unit for the steering system and no braking or acceleration of the vehicle is possible or failure of the control unit for the acceleration and braking system and the steering fails.
From the US 5,086,870
For example, a control system for a vehicle is known, which includes a control device for the steering and for accelerating and braking. having. In this control system, however, only one motor at a time is provided as a drive for the acceleration and braking system and for the steering system, that is, even in this system, there is no redundancy with respect to the drive motors for the steering and for the acceleration and braking system.
present invention is based on the object, a circuit
to create the control of the known steering systems, the one
higher safety against failure of the braking and acceleration system
and the steering system.
The object is achieved with a circuit for controlling an acceleration,
Braking and steering system of a vehicle solved that at least
two separate motors for actuating the acceleration
and brake system and at least two separate motors for actuation
the steering system and at least one electronic control unit
for controlling the at least two separate motors for actuation
the acceleration and braking system and at least one electronic
Control unit for controlling the at least two separate motors
for actuating the steering system and thereby
is characterized in that all control units have separate
Lines are connected to at least one power supply.
the circuit according to the invention occurs in case of failure
a control unit for one of the two systems - brakes
and accelerate or steer - or in case of interruption
the wiring to this control unit not at the same time also
to a shutdown of each not by the failed control unit
controlled system. For example, if the acceleration
and brake system due to defects in the associated control unit
or in the power supply lines, so the driver
at least steer the vehicle. Conversely, if the
Steering system to slow down the vehicle. The inventively provided
separate power supply of all control units for the
two separate systems thus leads to a significant
Increased safety for the driver of the vehicle. The
inventive circuit and the acceleration,
Brake and steering system can be used for a wide variety of
Use vehicles on land, in the air and on the water. Especially
for vehicles for the disabled and for aircraft is one
high level of security of all components, in particular the control circuit,
In a preferred embodiment, the circuit according to the invention each have a control unit each having two identical CPU channels, each with two CPUs for controlling the at least two separate motors for actuating the acceleration and braking system and the steering system, wherein the second CPU channels each Take over function of the first CPU channels, if the first CPU channels fail, and / or the second CPU takes over the function of the first CPU, if this fails. The CPU channels each represent complete control units, which can alternatively be used without any loss of function. By providing redundant CPUs, a measure that is known per se, the reliability of the control can be further increased. In this embodiment can In addition, a security processor or logic module may preferably be provided, which monitors the function of the first CPU channels and / or first CPUs and deactivates them if one of the first, CPU channels and / or first CPUs malfunctions and instead uses the associated second channel and / or the first CPU associated second CPU activated. For each of the systems - acceleration and braking and steering - so a double drive is provided, one of the drive circuits is activated only in case of failure of the other and wherein a central security processor takes over the function control of the channels and / or the CPUs and determines which of the channels , or the CPU is currently used for the control.
further measure to increase the reliability
the drive circuit is to provide two power supplies
and all control units with both power supplies via
to connect separate lines. Thus, the failure of the
Power supply protected and the inventive
Independence of all control units from the function of others
Control units are maintained.
or alternatively to increase the reliability of the
Drive circuit by providing separate connections of the
Control units for power supply, the drive circuit
also a higher reliability of the acceleration,
Brake and steering system of the vehicle ensure that
it has current measuring devices that control the flow of current through each of the
at least two separate motors for actuating the acceleration
and brake system and the steering system separately. In the known
AEVIT system for accelerating, braking and steering a vehicle
Due to the design, there is no separate current measurement of the two windings
for the acceleration and braking system and for
the steering system is taking place. The two windings of the motors will be on
merged into a collector. The current measurement finds
in front of the collector, so in common for both windings instead.
Is in the current measurement in the known system a short circuit
found, so can not analyze which of the
two windings is shorted. It can not be one
the motor windings specifically deactivated and the other operated
become. For this lacking in the known system and the
appropriate hardware requirements and facilities in the control.
If one winding fails, the drive of the acceleration
brake system or the steering system only with half the power,
half the power and half the speed. If the still functioning
Engine comes to a halt, it can u. U. no longer be started,
because the brushes of the still functioning winding themselves
180 ° and thus the starting point
can not be overcome.
on the other hand, two really electrically separate motors
provided and finds a current measurement for both motors
separated, so. does not find any one of the motors in the event of a short circuit
Reduction of the force in the end point of the movement instead. The still functioning
Engine completely takes over the task, so far
both engines together and over a common
Transmission to the acceleration and braking system or the steering system
It is beneficial if the circuit relays to enable and
Disable each of the motors to operate the acceleration
and brake system and the steering system. This can be targeted
each of the motors can be switched on or off.
a fast response of the acceleration, braking and steering system
to ensure the vehicle and thus in particular a
Direct and backlash-free steering can be highly dynamic
Servo motors with low inductance are used
the drive high current levels, preferably from 36
A, need. When using these engines, it is advantageous
if the circuit choke coils to drive the motors for
Actuation of the acceleration and braking system and the
Steering system has.
Advantages in terms of higher reliability of the
Circuit can be achieved if the control and control part
the circuit noise decoupled from the power section of the circuit
is arranged. For this purpose, the circuit, for example, at least
be arranged on a board with eight wiring levels. The single ones
Wiring levels are well insulated from each other and EMC technically
shielded so that for the control and control part
other wiring levels can be used than for
the power section.
The electronic control units can be specially designed
Störstrahlsicherheit EMC (Electromagnetic Compatibility)
and energy-saving and therefore cool power supply
redundant electronics designed to reduce the susceptibility to interference
and to minimize the thermal stresses on the system.
It is understood that a control of only one of the systems - acceleration and braking system or steering system - can be provided and the other function is performed by the standard drive means provided in the vehicle. With the conversion of handicapped vehicles it is - depending on the kind of Disability - often sufficient to make either the steering or the gas and brake system by joysticks or the like operable, while the other function can continue to be activated via the accelerator and brake pedal or via the steering wheel unchanged. In this case, only one of the systems must have two redundant motors, which are controlled by a control unit with two identical CPU channels. The CPU channels can have two identical CPUs and thus be complete redundant drives and monitoring devices for the two motors. All the features and benefits described in the context of driving both systems - Acceleration and Brake System and Steering System - also apply when the circuit contains only one of the systems.
The invention also relates to a method of control
an acceleration and braking system and a steering system of a
Vehicle with at least two separate motors for actuation
the acceleration and braking system and at least two separate
Engines for operating the steering system, in which at least
an electronic control unit signals from controls
received in the vehicle for the acceleration and braking system
and evaluated and the at least two separate engines
the acceleration and braking system are controlled accordingly
and at least one other electronic control unit
Signals from control elements in the vehicle for the steering system
received and evaluated and the at least two separate engines
controlled by the steering system, which is characterized
that the power supply is supplied separately to each control unit
is monitored separately, the power supply of each control unit
and in case of failure of a power supply to a second power supply
the power supply can be controlled by CPUs in the control unit,
performed by means of a security processor or a logic device
Advantages in terms of redundancy and thus reliability
arise when to control the at least two separate
Motors of the braking and acceleration system and the steering system
two identical CPU channels with two CPUs each
are provided, the function of the first channels and / or
the first CPUs monitored and malfunctions
the first channels and / or the first CPUs the further control
the motors of the braking and acceleration system and / or the steering system
switched to the second channels and / or second CPUs
becomes. Monitoring the function of the first channels
and / or CPUs and switching to the second channels
and / or CPUs may also be used by the security processor or
a logic module are performed.
Advantages for the method according to the invention
can be achieved by the current flow through
each of the at least two separate engines of the acceleration
and braking system and the steering system measured and detected
a short circuit in one of the motors this is turned off.
By the other, still functioning engine remains the
Driving force for the braking and acceleration system
or the steering system still fully maintained. Only the speed
decreases. By separate current measurement for each
The engines can also be determined exactly which engine straight
failed, so that it can be switched off specifically.
is a preferred embodiment of an inventive
Circuit described in more detail with reference to the drawing.
1 a principle block diagram of a drive circuit according to the prior art;
2 a principle block diagram of a drive circuit according to the invention;
3 a block diagram of a control unit of the drive circuit 2 ,
1 shows a block diagram of the drive circuit for the commercially available AEVIT acceleration, braking and steering system. From the acceleration and braking system is a motor 10 ' shown having two windings, whereby four brushes 11 ' and 12 ' are present, with the brushes 11 ' . 12 ' one winding each opposite by 180 °. Analogously, the acceleration and braking system is also powered by a motor 13 ' powered by two windings, resulting in the four brushes 14 ' and 15 ' is indicated. From the actual drive circuit are two control units 16 ' . 17 ' shown, where the unit 16 ' for the steering and the unit 17 ' responsible for the acceleration and braking system. Each of the control units 16 ' . 17 ' contains not explicitly shown CPUs, each unit 16 ' . 17 ' at least two identical CPUs. Further, the circuit is a main power supply 18 ' and a backup power supply 19 ' shown. As 1 clearly shows, only the control unit 16 ' directly from the power supplies 18 ' and 19 ' provided. These are each supply lines 20 ' and 21 ' intended. The control unit 17 ' receives its power supply via the control unit 16 ' via supply lines 22 ' and 23 ' , This means that in the event of a failure of the control unit 16 ' and there in particular the power supply of the CPUs and the control unit 17 ' is no longer supplied with voltage, so also fails. In such a case, both the acceleration and braking system and the steering system no longer function simultaneously. The vehicle becomes completely unable to maneuver.
Another disadvantage of the known circuit is that the two windings of the motors 10 ' and 13 ' are interconnected so that they are completely interdependent. This is through connection lines 24 ' . 25 ' between the brushes 11 ' and 12 ' respectively. 14 ' . 15 ' indicated. Consequently, in the known circuit via a current measuring device 26 ' . 27 ' in the control units 16 ' . 17 ' only the current passing through both windings of the motors 10 ' . 13 ' flows, measured. It can not be determined in a short circuit, which of the windings has failed. Because the control units 16 ' . 17 ' Due to their design, they have no possibilities to handle this case, this operating state leads to total failure of the steering or acceleration and braking system.
As 2 shows, however, the circuit according to the invention, on the other hand, the possibility of two really separate engines 11 . 12 for the steering system and 13 . 14 to control for the acceleration and braking system. The motors 11 . 12 and 13 . 14 are each connected in parallel to each other and each drive a common wave of the associated system. The circuit according to the invention also has two control units 16 . 17 for the steering system on the one hand and the acceleration and braking system on the other. The control units 16 . 17 are also provided here with two identical, redundant CPUs, the 3 can be seen. Unlike the control units 16 ' . 17 ' the circuit of the prior art are here the control units 16 . 17 and thus also the CPUs contained in them via separate supply lines 20 . 21 respectively. 22 . 23 with the main power supply 18 and a backup power supply 19 connected. If a fault occurs in one of the control unit 16 . 17 or in the power supply of these units, so the other control unit remains 16 . 17 still operational. Thus, at most one of the systems "acceleration and braking" or "steering" can fail. The vehicle can then either steer or slow down, which considerably reduces the risk of accidents.
Furthermore, the control units 16 . 17 the circuit according to the invention separate current measuring devices 26a , Federation 27a , b for the engines 11 . 12 and 13 . 14 on. This allows precise analysis of which of the engines 11 . 12 respectively. 13 . 14 has failed. This motor can then be relayed 28 . 29 be switched off. The other remains active and takes over the drive function alone.
3 clarifies the internal structure of the control unit 16 out 2 for controlling the motors 11 . 12 for the acceleration and braking system. The control unit 17 is constructed analogously.
There are two channels 1 and 2 are provided in the example shown, each two identical CPUs 100 . 200 exhibit. Each channel is a unit 300 . 400 assigned to the voltage, temperatures and current flow through the motors 11 . 12 monitor and at the same time power drivers for the engines 11 . 12 are. The units 300 . 400 are identical in structure. The movement of the engines 11 . 12 or the common shaft driven by them 30 be through two potentiometers 31 . 32 as well as a digital encoder 33 captured and by the CPUs 100 . 200 evaluated. In operation, only one of the channels 1, 2 is active at a time. Is by a security processor or a logic device 34 detected a fault in the currently active channel, this fault in the CPUs 100 . 200 , in the input devices or in the units 300 . 400 can be switched to the parallel other channel, which takes over the further control.
The control unit 16 also has two three-channel inputs, one of the inputs being intended for signals of a second control device, for example a remote control or a control device operated by a second driver, who may in particular be a driving instructor. The other input provides signals from controls for the acceleration and braking system. Next are in 3 the connecting lines 20 . 21 to the power supplies 18 . 19 ( 2 ) as well as connecting lines 35 . 36 drawn to two separate CAN bus systems. The two-channel, redundant CAN bus system allows functions such as WLAN control with ambient sensors, driving camera data, GPS position data and control commands to be guided.
QUOTES INCLUDE IN THE DESCRIPTION
The documents listed by the applicant have been automated
generated and is solely for better information
recorded by the reader. The list is not part of the German
Patent or utility model application. The DPMA takes over
no liability for any errors or omissions.
Cited patent literature
- DE 102004051078 A1 
- - US 5086870