KR102561487B1 - Relay and steering control apparatus using the same - Google Patents

Abstract

The present disclosure relates to a relay and a steering control device using the same. Specifically, the steering control device according to the present disclosure includes an inverter that supplies motor driving power to a reaction force motor, and a relay unit that is connected between the inverter and the reaction force motor and shorts or opens each motor terminal of the reaction force motor to each other. and a control unit controlling the relay unit based on the ignition on/off state of the host vehicle.

Description

Relay and steering control device using the same {RELAY AND STEERING CONTROL APPARATUS USING THE SAME}

The present embodiments relate to a relay and a steering control device using the same.

A conventional vehicle steering device is a device for a driver to select and operate a driving direction of the vehicle, and includes a steering handle directly operated by the driver, and a steering mechanism for transmitting the steering direction and operating force of the steering handle to wheels.

Power steering systems have also been developed and applied to provide convenience in driving operation by assisting the driver's steering wheel's operating force. , and electric motors using only the electric power of the motor were developed and applied sequentially. An electric type using only the electric power of a motor is, for example, a steer-by-wire method.

Recently, a steer-by-wire steering system has been developed and applied that uses an electric motor such as a motor to steer the vehicle instead of removing a mechanical linkage such as a steering column, universal joint, or pinion shaft between the steering wheel and the wheel. Among them, the left and right independent steer-by-wire system is a system that operates independently of each other without mechanical connection between the left and right wheel steering devices, and has the advantage of reducing parts and weight and improves fuel efficiency by driving the motor only when necessary There is an advantage to being

On the other hand, when the vehicle is turned off in the above-described electric type, steering of the vehicle is easily moved and unintentional vehicle control may occur.

Against this background, the present disclosure intends to provide a relay that maintains a short state between terminals of a reaction force motor and a steering control device using the relay in an ignition-off state of a vehicle.

In order to solve the above problems, in one aspect, the present disclosure provides an inverter for supplying motor driving power to a reaction force motor, an inverter connected between the inverter and the reaction force motor, and shorting or opening each motor terminal of the reaction force motor to each other ( Provided is a steering control device including a relay unit that opens and a control unit that controls the relay unit based on an on/off state of starting of a vehicle.

In another aspect, the present disclosure provides a relay including a power supply unit supplying relay driving power, an opening/closing unit shorting or opening a connection between motor terminals of a reaction force motor, and a relay control unit supplying relay driving power to the opening/closing unit.

According to the present disclosure, a relay and a steering control device using the same can prevent injury to a driver caused by the driver's negligence in the ignition-off state of the vehicle, and when applied together with the prior art of a clutch structure or a key lock solenoid structure, the driver's steering It is possible to prevent redundancy for wheel-level steering.

1 is a diagram schematically illustrating a steering control system according to an embodiment.
2 is a block diagram for explaining a steering control device according to an embodiment of the present disclosure.
3 is a circuit diagram for explaining a steering control device according to an embodiment of the present disclosure.
4 is a block diagram for explaining a relay according to an embodiment of the present disclosure.
5 and 6 are views for explaining shorting or opening between motor terminals of a reaction force motor according to an exemplary embodiment.
7 is a circuit diagram illustrating shorting between motor terminals of a reaction force motor according to an exemplary embodiment.

DETAILED DESCRIPTION Some embodiments of the present disclosure are described in detail below with reference to exemplary drawings. In adding reference numerals to components of each drawing, the same components may have the same numerals as much as possible even if they are displayed on different drawings. In addition, in describing the present embodiments, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present technical idea, the detailed description may be omitted. When "comprises", "has", "consists of", etc. mentioned in this specification is used, other parts may be added unless "only" is used. In the case where a component is expressed in the singular, it may include the case of including the plural unless otherwise explicitly stated.

Also, terms such as first, second, A, B, (a), and (b) may be used in describing the components of the present disclosure. These terms are only used to distinguish the component from other components, and the nature, sequence, order, or number of the corresponding component is not limited by the term.

In the description of the positional relationship of components, when it is described that two or more components are "connected", "coupled" or "connected", the two or more components are directly "connected", "coupled" or "connected". ", but it will be understood that two or more components and other components may be further "interposed" and "connected", "coupled" or "connected". Here, other components may be included in one or more of two or more components that are “connected”, “coupled” or “connected” to each other.

In the description of the temporal flow relationship related to components, operation methods, production methods, etc., for example, "after", "continued to", "after", "before", etc. Alternatively, when a flow sequence relationship is described, it may also include non-continuous cases unless “immediately” or “directly” is used.

On the other hand, when a numerical value or corresponding information (eg, level, etc.) for a component is mentioned, even if there is no separate explicit description, the numerical value or its corresponding information is not indicated by various factors (eg, process factors, internal or external shocks, noise, etc.) may be interpreted as including an error range that may occur.

Hereinafter, an embodiment of the steering control system 1 capable of performing the function of the steering control device 10 and controlling the steering of the own vehicle will be described.

1 is a schematic diagram of a steering control system 1 according to an embodiment.

Referring to FIG. 1 , a steering control system 1 according to an embodiment refers to a system that controls the steering of a vehicle equipped with the steering control system 1 to change according to the rotational angle of a steering wheel operated by a driver. can do.

The steering control system 1 includes a hydraulic power steering (HPS) that generates hydraulic pressure by turning a pump to provide steering assist power and an electronic power steering (HPS) that provides steering assist power by driving a motor according to a driving method. EPS), etc. Hereinafter, in this specification, the present disclosure is described based on the electric steering control system 1 for convenience, but is not limited thereto.

Meanwhile, depending on whether the steering input actuator 110 and the steering output actuator 120 are coupled with a mechanical connecting member (or linkage), the force (torque) generated by the driver rotating the steering wheel 111 is It may be a mechanical steering control system 1 in which the wheels 123 are steered by driving the steering motor 121 by being transmitted to the steering motor 121 through a mechanical power transmission device (eg, linkage, etc.), Instead of a mechanical power transmission device, it may be a steer-by-wire (SbW) system in which power is transmitted by transmitting and receiving electrical signals through wires, cables, and the like. Hereinafter, the steering control system 1 will be described based on the SbW system, but is not limited thereto.

A steering control system 1 according to the present disclosure shown in FIG. 1 may include a steering input actuator 110 , a steering control device 10 and a steering output actuator 120 . As described above, when the steering control system 1 is a SbW system, the steering input actuator 110 and the steering output actuator 120 may be mechanically separated.

The steering input actuator 110 may refer to a device for inputting steering information intended by a driver. As described above, the steering input actuator 110 may include a steering wheel 111, a steering shaft 112, and a reaction force motor 113. In addition, although not shown, a steering gear may be further included to transfer the rotational force of the reaction force motor 113 to the steering shaft 112 .

The reaction force motor 113 may apply a reaction force to the steering wheel 111 by receiving a control signal (or referred to as a command current) from the steering control device 10 . Specifically, the reaction force motor 113 receives a command current from the steering control device 10, generates reaction force torque by driving at a rotational speed indicated by the command current, and transmits the reaction force torque to the steering wheel through the steering gear. .

The steering control device 10 may receive steering information from the steering input actuator 110 , calculate a control value, and output an electrical signal indicating the control value to the steering output actuator 120 . Here, the steering information may mean information including at least one of a steering angle and a driver's torque.

Meanwhile, the steering control device 10 receives power information actually output from the steering output actuator 120 as feedback, calculates a control value, and outputs an electrical signal instructing the control value to the steering input actuator 110 to provide information to the driver. A feeling of steering (feeling of steering) can be provided.

The steering output actuator 120 may refer to a device that actually drives the own vehicle to steer. The steering output actuator 120 may include a steering motor 121, a rack 122, a wheel 123, a vehicle speed sensor, a rack position sensor, and the like.

Also, the steering input actuator 110 and the steering output actuator 120 may further include a motor torque sensor capable of sensing motor torque of the reaction force motor 113 and the steering motor 121 .

The steering motor 121 may move the rack 122 in the axial direction. Specifically, the steering motor 121 receives command current from the steering control device 10 and drives the steering motor 122 to linearly move the rack 122 in the axial direction.

The rack 122 may perform linear motion by driving the steering motor 121, and the wheels 123 may be steered left or right through the linear motion of the rack 122.

Although not shown, the steering control system 1 according to the present disclosure may further include a clutch capable of separating or combining the steering input actuator 110 and the steering output actuator 120. Here, the clutch may operate under the control of the steering control device 10 .

On the other hand, when the steering control system 1 according to the present disclosure is a SbW system and the host vehicle travels in an autonomous driving mode, the steering control system 1 according to the present disclosure controls only the steering output actuator 120 to control the host vehicle It is possible to perform steering control of the vehicle or by controlling both the steering input actuator 110 and the steering output actuator 120 .

Hereinafter, a steering control device according to an embodiment of the present disclosure will be described with reference to the accompanying drawings.

2 is a block diagram illustrating a steering control device 10 according to an embodiment of the present disclosure.

Referring to FIG. 2 , the steering control device 10 according to an embodiment of the present disclosure may include an inverter 210, a relay 220, a controller 230, and the like.

The steering control device 10 according to an embodiment of the present disclosure is an ADAS (Advance Driver Assistance Systems) that is mounted on a vehicle and provides information helpful for driving the vehicle or assists a driver in controlling the vehicle. can be

Here, the self-vehicle may refer to a vehicle that is equipped with a motor and rolls tires with the power to move on the ground without relying on railroad tracks or established lines. In addition, the own vehicle is an automobile powered by electricity, and may be an electric vehicle that obtains driving energy by rotating a motor with electricity stored in a battery rather than obtaining driving energy from burning fossil fuel.

3 is a circuit diagram for explaining the steering control device 10 according to an embodiment of the present disclosure.

Referring to FIG. 3 , the inverter 210 may supply motor supply power to the reaction force motor 113 . Specifically, the inverter 210 may control the FET transistor included in the inverter 210 to input a command current from the control unit 230 to the reaction force motor 113 . Accordingly, the reaction force motor 113 receives the motor supply power from the inverter 210 and can be driven according to the command current input.

The reaction force motor 113 shown in FIG. 3 may be a 3-phase brushless motor. Thus, two FET transistors controlling the motor may be connected in series to each phase.

Referring to FIG. 3 , the relay unit 220 is connected between the inverter 210 and the reaction force motor 113, and can short or open each motor terminal of the reaction force motor 113 to each other. .

In the case of a three-phase motor, the relay unit 220 may include a first relay 221 and a second relay 222 . Specifically, the first relay 221 is connected to short or open between the U-phase terminal and the V-phase terminal of the reaction force motor 113, and the second relay 222 is connected to the V-phase terminal of the reaction force motor 113. It can be connected to short or open between W phase terminals.

In the case of an H-Bridge motor, the relay unit 220 may include a first relay 221 .

4 is a block diagram for explaining a relay 400 according to an embodiment of the present disclosure.

Referring to FIG. 4 , a relay 400 according to an embodiment of the present disclosure may include a power supply unit 410, an opening/closing unit 420, and a relay control unit 430.

The power supply unit 410 may supply relay driving power. The relay 400 may include battery power inside the relay or may receive relay driving power from the steering control device 10 through the power supply unit 410 . Here, the battery power source may be a storage battery such as a capacitor.

The opening/closing unit 420 may short or open connections between motor terminals. Specifically, the opening/closing unit 420 may include a switching element for shorting or opening a connection between motor terminals and a relay coil for controlling opening/closing of the switching element. Accordingly, the opening/closing unit 420 may control the switching element to open when relay driving power is supplied to the relay coil, and may control the switching element to be shorted when relay driving power is not supplied to the relay coil.

The relay controller 430 may receive a control signal from the controller 230 and control relay driving power to be supplied to the relay coil.

As such, the first relay 221 and the second relay 222 included in the relay unit 220 may each include the configuration of the relay 400 described above.

Again, referring to FIGS. 2 and 3 , the control unit 230 may control the relay unit 220 based on the ignition on/off state of the own vehicle.

5 and 6 are views for explaining shorting or opening between motor terminals of the reaction force motor 113 according to an exemplary embodiment.

Referring to FIG. 5 , the controller 230 operates the first relay 221 and the second relay 221 so that the U-phase terminal, the V-phase terminal, and the W-phase terminal of the reaction force motor 113 are short-circuited to each other when the ignition is off. Relay 222 can be controlled. That is, the control unit 230 may control the first relay 221 and the second relay 222 so that the contact POLE and the contact NC (Normal Close) are connected. The control unit 230 may output a control signal for shorting between the respective motor terminals of the reaction force motor 113 to the first relay 221 and the second relay 222 when the vehicle is turned off, and The first relay 221 and the second relay 222 may supply relay driving power to relay coils included in each. Accordingly, the U, V, and W phase motor terminals of the reaction force motor 113 may be shorted together.

Referring to FIG. 6 , the control unit 230 operates the first relay 221 and the second relay 221 so that the U-phase terminal, V-phase terminal, and W-phase terminal of the reaction force motor 113 are open to each other when the engine is in an on-state. Relay 222 can be controlled. That is, the control unit 230 may control the first relay 221 and the second relay 222 so that the contact POLE and the contact NO (Normal Open) are connected. The control unit 230 may output a control signal for opening between the respective motor terminals of the reaction force motor 113 to the first relay 221 and the second relay 222 when the vehicle is in the ignition-on state, and Relay driving power supplied to relay coils included in each of the first relay 221 and the second relay 222 may be stopped. Accordingly, the U, V, and W phase motor terminals of the reaction force motor 113 can be opened to each other.

As described above, in the steering control device 10 according to the present disclosure, as shown in FIG. 5 , since the relay driving power is not supplied to the relay coil, the terminals between the motors maintain a shorted state with each other, so the ignition of the host vehicle is turned off. In this state, the short state between the motor terminals can be continuously maintained without additional battery current consumption.

7 is a circuit diagram illustrating shorting between motor terminals of the reaction force motor 113 according to an exemplary embodiment.

Referring to FIG. 7 , as the control unit 230 controls the relay in an ignition-off state of the host vehicle, motor terminals of the reaction force motor 113 may be shorted together as shown in FIG. 7 . Accordingly, even when the driver steers the steering wheel, reverse torque is generated by the counter electromotive force generated from the reaction force motor 113. That is, the driver needs a greater force to steer the steering wheel.

As described above, the steering control device 10 according to the present disclosure maintains a short between the motor terminals of the reaction force motor 113 through a relay, thereby preventing a driver's steering wheel-level steering from occurring.

As described above, according to the present disclosure, the relay and the steering control device using the same can prevent injury to the driver due to the driver's negligence when the ignition of the vehicle is off.

When a relay and a steering control device using the same are applied together with the prior art of a clutch structure or a key lock solenoid structure, redundancy of the driver's steering wheel-level steering can be prevented.

A relay and a steering control device using the same can implement weight reduction, integration, miniaturization, and unit cost reduction of a vehicle system.

The above description is merely illustrative of the technical idea of the present disclosure, and various modifications and variations can be made to those skilled in the art without departing from the essential characteristics of the technical idea. In addition, since the present embodiments are not intended to limit the technical idea of the present disclosure, but to explain, the scope of the present technical idea is not limited by these embodiments. The scope of protection of the present disclosure should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of rights of the present disclosure.

1: steering control system 10: steering control device
210: inverter 220: relay
230: control unit

Claims (6)

an inverter that supplies motor drive power to the reaction force motor;
a relay unit connected between the inverter and the reaction force motor and shorting or opening each motor terminal of the reaction force motor; and
A control unit for controlling the relay unit based on an on/off state of the ignition of the host vehicle;
The reaction force motor is a three-phase brushless motor,
The relay includes a first relay that shorts or opens between the U-phase terminal and the V-phase terminal of the reaction force motor and a second relay that shorts or opens between the V-phase terminal and the W-phase terminal of the reaction force motor. delete delete According to claim 1,
The control unit,
The steering control device for controlling the first relay and the second relay so that the U-phase terminal, the V-phase terminal, and the W-phase terminal of the reaction force motor are shorted to each other when the vehicle is in an ignition-off state. According to claim 1,
The control unit,
The steering control device for controlling the first relay and the second relay so that the U-phase terminal, the V-phase terminal, and the W-phase terminal of the reaction force motor are open to each other when the vehicle is in the starting-on state. delete

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