CN209852413U - Wire-controlled steering device with redundancy function - Google Patents
Wire-controlled steering device with redundancy function Download PDFInfo
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- CN209852413U CN209852413U CN201920255293.6U CN201920255293U CN209852413U CN 209852413 U CN209852413 U CN 209852413U CN 201920255293 U CN201920255293 U CN 201920255293U CN 209852413 U CN209852413 U CN 209852413U
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Abstract
The utility model discloses a steer-by-wire device with redundant function, which comprises a road sense simulation actuator, a steering actuator and a steer-by-wire control module; the steering actuator comprises a first gear and rack mechanism, a first rack stroke sensor, a first steering motor controller, a first steering motor rotor position sensor, a second gear and rack mechanism, a second rack stroke sensor, a second steering motor controller, a second steering motor rotor position sensor and a steering engine. The utility model discloses a redundant first motor and first motor controller and the second that turns to motor and second and turns to motor controller, when having guaranteed the trouble appearance, the steer-by-wire system still can normally turn to, passenger safety in the guarantee car.
Description
Technical Field
The utility model relates to an advanced vehicle a steering system and control technical field, concretely relates to drive-by-wire turns to device that possesses redundant function.
Background
With the continuous development of automobile technology, an automobile steering system has undergone four stages of mechanical steering, hydraulic power steering, electro-hydraulic steering and electric power steering, and with the deep development of automobile electronic technology, a novel steering system demand has received extensive attention, namely steer-by-wire.
The steer-by-wire system cancels the mechanical connection between the steering wheel and the steering wheel, completely realizes the steering by electric energy, gets rid of various limitations of the traditional steering system, not only can freely design the force transfer characteristic of the automobile steering, but also can design the angle transfer characteristic of the automobile steering, brings infinite space for the design of the automobile steering characteristic, and is a great innovation of the automobile steering system.
In recent years, automobile intellectualization is also advancing, and a steer-by-wire system is a necessary device for intelligently driving an automobile, and not only can respond to a steering command from a bus, but also can hide a steering wheel, so that sufficient cabin space is provided for an automatic driving vehicle, and the comfort of passengers in the automobile is improved. Therefore, steer-by-wire will necessarily be the fifth stage of the steering system development history.
Currently, in the known technology, a steering-by-wire system disclosed in the patent "a steering-by-wire system for an electric vehicle and a control method thereof" (CN103587576A) includes three parts, namely a steering-by-wire system controller, a steering wheel force feedback module and a front wheel steering module, and the control method mainly includes initialization, signal acquisition, steering wheel force feedback control and front wheel steering control. A steering-by-wire system disclosed in patent publication "a steering-by-wire system and a control method for a steering-by-wire system" (CN107848569A) is mainly disclosed for the purpose of enabling a stable operation of the steering-by-wire system when an ignition switch is turned on. The patent "a redundant and fault-tolerant system and control method for automobile steer-by-wire" (CN101549707A) discloses a steer-by-wire system, mainly introduces redundancy measures and redundancy control method for system software and hardware. The steer-by-wire system disclosed in the patent of a fully decoupled steer-by-wire system (CN107672669A) mainly introduces the mechanical structure composition of the steer-by-wire system. The published patents do not introduce redundant safety measures on the structure and control of a steering system, and particularly when the system is used for intelligent driving technology, normal steering of a vehicle can not be guaranteed when key components fail, so that the safety of passengers in the vehicle is guaranteed.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a drive-by-wire device that possesses redundant function, it still can normally turn to at the vehicle when key component became invalid, has ensured passenger's in the car safety effectively.
The utility model provides a technical problem adopt following technical scheme: a steer-by-wire device with redundant function, it includes road feel simulation actuator, turns to actuator and steer-by-wire control module;
the road sense simulation actuator comprises a steering wheel, a steering input shaft, a torque sensor, a first rotation angle sensor, a worm gear mechanism, a second rotation angle sensor, a road sense motor rotor position sensor and a road sense motor controller;
the steering wheel is connected with the steering input shaft, and a torque sensor and a first rotation angle sensor are arranged between the steering input shaft and the worm gear;
the road sensing motor is connected with the steering input shaft through a worm gear mechanism;
the tail end of the worm gear mechanism is also provided with a corner sensor;
the road sensing motor controller is connected with the road sensing motor; a road sensing motor rotor position sensor is arranged at the tail end of the road sensing motor rotor;
the steering actuator comprises a first gear and rack mechanism, a first rack stroke sensor, a first steering motor controller, a first steering motor rotor position sensor, a second gear and rack mechanism, a second rack stroke sensor, a second steering motor controller, a second steering motor rotor position sensor and a steering engine;
the first steering motor is connected with the steering engine through a first gear rack mechanism, the second steering motor is connected with the steering engine through a second gear rack mechanism, and the first gear rack mechanism and the second gear rack mechanism are coaxially arranged;
a first rack stroke sensor is integrated in the first gear rack mechanism, and a second rack stroke sensor is integrated in the second gear rack mechanism;
the first steering motor controller is connected with a first steering motor, and the second steering motor controller is connected with a second steering motor;
and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected with the steer-by-wire control module.
Optionally, the steer-by-wire control module includes a steer-by-wire controller, an acceleration sensor, a yaw rate sensor and a vehicle speed sensor;
the acceleration sensor, the yaw rate sensor and the vehicle speed sensor are all connected to the steer-by-wire controller; and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected with the steer-by-wire controller.
Optionally, the steer-by-wire controller is connected to the first CAN bus and the second CAN bus; and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected to the first CAN bus and the second CAN bus.
The utility model discloses following beneficial effect has: the utility model discloses a redundant first motor and first motor controller and the second that turns to motor and second and turns to motor controller, when having guaranteed the trouble appearance, the steer-by-wire system still can normally turn to, passenger safety in the guarantee car.
Drawings
Fig. 1 is a schematic structural view of a redundant steer-by-wire apparatus of the present invention;
FIG. 2 is a CAN network topology diagram of the present invention;
Detailed Description
The technical solution of the present invention will be further explained with reference to the following embodiments and accompanying drawings.
Example 1
The embodiment provides a steer-by-wire device with a redundant function, the structure of which is shown in fig. 1, and the steer-by-wire device comprises a road feel simulation actuator, a steering actuator and a steer-by-wire control module.
The road sensing simulation actuator 25 comprises a steering wheel 1, a steering input shaft 2, a torque sensor 3, a first rotation angle sensor 4, a worm and gear mechanism 5, a second rotation angle sensor 6, a road sensing motor 7, a road sensing motor rotor position sensor 8 and a road sensing motor controller 9.
The steering wheel 1 is connected with a steering input shaft 2 and used for obtaining the driving intention of a driver, and a torque sensor 3 and a first rotating angle sensor 4 are arranged between the steering input shaft 2 and a worm gear 5 and used for detecting the hand force of the driver and the rotating angle of the steering wheel.
The road feel motor 7 is connected with the steering input shaft 2 through the worm gear mechanism 5 and is used for simulating road feel feedback torque; the tail end of the worm gear mechanism 5 is also provided with a rotation angle sensor 6 which is used as a redundant backup for rotation angle measurement.
The road sensing motor 7 and the road sensing motor controller 9 can be installed in an integrated mode or arranged in a split mode, and the road sensing motor controller 9 is connected to the road sensing motor 7 and the steer-by-wire controller 10 and used for receiving a torque instruction of the steer-by-wire controller 10 and controlling the road sensing motor 7 to output steering resistance; and a road sensing motor rotor position sensor 8 is arranged at the tail end of the rotor of the road sensing motor 7, and the position of the rotor of the road sensing motor is measured in real time.
The steering actuator 26 includes a first rack and pinion mechanism 14, a first rack and pinion travel sensor 15, a first steering motor controller 16, a first steering motor 17, a first steering motor rotor position sensor 18, a second rack and pinion mechanism 19, a second rack and pinion travel sensor 20, a second steering motor controller 21, a second steering motor 22, a second steering motor rotor position sensor 23, and a steering gear 24.
The first steering motor 17 is connected to a steering gear 24 via a first rack and pinion mechanism 14, and the second steering motor 22 is also connected to the steering gear 24 via a second rack and pinion mechanism 19, the first rack and pinion mechanism 14 and the second rack and pinion mechanism 19 being arranged coaxially.
A first rack stroke sensor 15 is integrated in the first gear rack mechanism 14, and a second rack stroke sensor 20 is integrated in the second gear rack mechanism 19;
the first steering motor 17 and the first steering motor controller 16, and the second steering motor 22 and the second steering motor controller 21 can be installed in an integrated manner, and can also be arranged in a split manner; the first steering motor controller 16 is connected to the first steering motor 17 and the steer-by-wire controller 10, and the second steering motor controller 21 is connected to the second steering motor 22 and the steer-by-wire controller 10, so that the first steering motor controller 16 and the second steering motor controller 21 simultaneously receive a steering command from the steer-by-wire controller 10, and respectively control the first steering motor 17 and the second steering motor 22 to steer the front wheels of the vehicle.
The steer-by-wire control module 27 includes a steer-by-wire controller 10, an acceleration sensor 11, a yaw rate sensor 12, and a vehicle speed sensor 13;
the acceleration sensor 11 is used for measuring the lateral acceleration of the whole vehicle, the yaw rate sensor 12 is used for measuring the yaw rate of the whole vehicle, and the vehicle speed sensor 13 is used for measuring the vehicle speed of the whole vehicle; the steer-by-wire controller 10 controls the road sense motor 7 to rotate through the road sense motor controller 9 according to the lateral acceleration of the whole vehicle, the yaw velocity of the whole vehicle and the speed of the whole vehicle, so as to realize road sense simulation; and the first steering motor 17 and the second steering motor 21 are controlled by the first steering motor controller 16 and the second steering motor controller 21, so that the active steering control of the front wheels is realized.
In this embodiment, the real-time steering angle value of the steering wheel may be measured in three ways, i.e., the first steering angle sensor, the second steering angle sensor and/or the road sensor motor rotor position sensor, and when one of the three ways fails, resulting in an error measurement value or an invalid measurement value, a correct steering wheel angle value may be output synthetically by a few majority-compliant arbitration mechanisms.
The real-time rotation angle value of the front wheel of the automobile can be measured in three modes of the first rack stroke sensor, the second rack stroke sensor and/or the first steering motor rotor position sensor, and when one of the measurement modes fails to work, so that the measurement value is wrong or invalid, a correct front wheel rotation angle value can be comprehensively output through a few arbitration mechanisms which are subject to majority.
When one of the steering motors or the controller thereof fails to work to cause that the steering motor can not work normally, the other steering motor can still work normally, so that the automobile can be driven to steer normally by an effective motor.
The torque sensor 3 adopts a CIPOS non-contact torque sensor of Hirah company; the first rotation angle sensor 4 and the second rotation angle sensor 6 adopt CIPOS non-contact rotation angle sensors of Hira corporation; the vehicle speed sensor 9 adopts a 1H0927807D model wheel speed sensor of SKTOO company; the motor rotor position sensor adopts an AS5147 linear Hall sensor of Austrian microelectronics corporation; the acceleration sensor adopts a BOSCH digital three-axis acceleration sensor BMA 250.
More preferably, the steer-by-wire controller is connected to a first CAN bus and a second CAN bus; the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected to a first CAN bus and a second CAN bus so as to realize CAN communication redundancy function, at the moment, under the normal working condition, the drive-by-wire steering controller sends a road sensing simulation instruction to the road sensing motor controller through the first CAN bus and then sends a front wheel steering angle instruction to the first steering motor controller and the second steering motor controller through the second CAN bus so as to control the steering of the front wheel; when the second CAN bus breaks down, the steer-by-wire controller CAN generate a front wheel steering instruction to the first steering motor controller through the first CAN bus to control the steering of the automobile. The road sensing motor controller also plays a role in carrying out redundancy backup on the steer-by-wire controller in the network, when the steer-by-wire controller fails, the road sensing motor controller CAN send a steering instruction to the first steering motor controller through the first CAN bus, and the vehicle still has a normal steering function.
Compared with the prior art, the utility model have following advantage:
1. the space is saved: because the mechanical connection between the steering wheel and the steering gear is eliminated, the steering wheel can be hidden or eliminated, thereby providing sufficient cabin space and improving the riding quality.
2. Energy conservation: because a mechanical steering column is cancelled, the weight of the whole vehicle can be reduced by about 5 kg, the fuel economy of the vehicle can be improved, and the energy is saved.
3. The comfort is improved: the steering hand feeling, the steering sensitivity and the steering portability style can be set according to different drivers, and comfortable driving control feeling is brought to the drivers.
4. Performance is improved: the factors of variable transmission ratio, direct front wheel control and the like greatly improve the operation stability, the yaw response and the like of the whole vehicle.
5. Safety: the key execution components, the sensors, the communication network and the like have redundancy measures, so that the drive-by-wire steering system can still normally steer when a fault occurs, and the safety of passengers in the vehicle is guaranteed.
The sequence of the above embodiments is only for convenience of description and does not represent the advantages and disadvantages of the embodiments.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.
Claims (3)
1. A steer-by-wire device with redundant function, wherein, including road feel simulation actuator, steering actuator and steer-by-wire control module;
the road sense simulation actuator comprises a steering wheel, a steering input shaft, a torque sensor, a first rotation angle sensor, a worm gear mechanism, a second rotation angle sensor, a road sense motor rotor position sensor and a road sense motor controller;
the steering wheel is connected with the steering input shaft, and a torque sensor and a first rotation angle sensor are arranged between the steering input shaft and the worm gear;
the road sensing motor is connected with the steering input shaft through a worm gear mechanism;
the tail end of the worm gear mechanism is also provided with a corner sensor;
the road sensing motor controller is connected with the road sensing motor; a road sensing motor rotor position sensor is arranged at the tail end of the road sensing motor rotor;
the steering actuator comprises a first gear and rack mechanism, a first rack stroke sensor, a first steering motor controller, a first steering motor rotor position sensor, a second gear and rack mechanism, a second rack stroke sensor, a second steering motor controller, a second steering motor rotor position sensor and a steering engine;
the first steering motor is connected with the steering engine through a first gear rack mechanism, the second steering motor is connected with the steering engine through a second gear rack mechanism, and the first gear rack mechanism and the second gear rack mechanism are coaxially arranged;
a first rack stroke sensor is integrated in the first gear rack mechanism, and a second rack stroke sensor is integrated in the second gear rack mechanism;
the first steering motor controller is connected with a first steering motor, and the second steering motor controller is connected with a second steering motor;
and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected with the steer-by-wire control module.
2. The redundant-capable steer-by-wire apparatus of claim 1, wherein said steer-by-wire control module comprises a steer-by-wire controller, an acceleration sensor, a yaw rate sensor, and a vehicle speed sensor;
the acceleration sensor, the yaw rate sensor and the vehicle speed sensor are all connected to the steer-by-wire controller; and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected with the steer-by-wire controller.
3. The redundant-capable steer-by-wire apparatus of claim 2, wherein said steer-by-wire controller is connected to a first CAN bus and a second CAN bus; and the road sensing motor controller, the first steering motor controller and the second steering motor controller are all connected to the first CAN bus and the second CAN bus.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920255293.6U CN209852413U (en) | 2019-02-28 | 2019-02-28 | Wire-controlled steering device with redundancy function |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920255293.6U CN209852413U (en) | 2019-02-28 | 2019-02-28 | Wire-controlled steering device with redundancy function |
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| CN209852413U true CN209852413U (en) | 2019-12-27 |
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| CN201920255293.6U Withdrawn - After Issue CN209852413U (en) | 2019-02-28 | 2019-02-28 | Wire-controlled steering device with redundancy function |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109808764A (en) * | 2019-02-28 | 2019-05-28 | 中国第一汽车股份有限公司 | A kind of steer by wire apparatus having redundancy feature and control method |
| CN111605610A (en) * | 2020-05-06 | 2020-09-01 | 南京航空航天大学 | Dual-motor coupling drive-by-wire steering system and energy optimization method thereof |
| 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 |
| CN112782964A (en) * | 2020-12-25 | 2021-05-11 | 际络科技(上海)有限公司 | Automatic driving steering system, method, device, electronic equipment and storage medium |
| CN113247088A (en) * | 2021-06-30 | 2021-08-13 | 中国第一汽车股份有限公司 | Wire-controlled steering device with redundancy function and control method |
| US11738799B2 (en) | 2020-10-12 | 2023-08-29 | Ford Global Technologies, Llc | Steering system with multiple controllers |
| CN117799697A (en) * | 2024-02-29 | 2024-04-02 | 中国第一汽车股份有限公司 | Steer-by-wire control system, control method and vehicle |
| WO2024187789A1 (en) * | 2023-03-10 | 2024-09-19 | 浙江吉利控股集团有限公司 | Steer-by-wire system and redundant backup method and apparatus therefor, and storage medium and vehicle |
-
2019
- 2019-02-28 CN CN201920255293.6U patent/CN209852413U/en not_active Withdrawn - After Issue
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109808764A (en) * | 2019-02-28 | 2019-05-28 | 中国第一汽车股份有限公司 | A kind of steer by wire apparatus having redundancy feature and control method |
| CN109808764B (en) * | 2019-02-28 | 2024-05-07 | 中国第一汽车股份有限公司 | Wire control steering device with redundancy function and control method |
| CN111605610A (en) * | 2020-05-06 | 2020-09-01 | 南京航空航天大学 | Dual-motor coupling drive-by-wire steering system and energy optimization method thereof |
| 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 |
| US11738799B2 (en) | 2020-10-12 | 2023-08-29 | Ford Global Technologies, Llc | Steering system with multiple controllers |
| CN112782964A (en) * | 2020-12-25 | 2021-05-11 | 际络科技(上海)有限公司 | Automatic driving steering system, method, device, electronic equipment and storage medium |
| CN113247088A (en) * | 2021-06-30 | 2021-08-13 | 中国第一汽车股份有限公司 | Wire-controlled steering device with redundancy function and control method |
| CN113247088B (en) * | 2021-06-30 | 2023-02-24 | 中国第一汽车股份有限公司 | Wire-controlled steering device with redundancy function and control method |
| WO2024187789A1 (en) * | 2023-03-10 | 2024-09-19 | 浙江吉利控股集团有限公司 | Steer-by-wire system and redundant backup method and apparatus therefor, and storage medium and vehicle |
| CN117799697A (en) * | 2024-02-29 | 2024-04-02 | 中国第一汽车股份有限公司 | Steer-by-wire control system, control method and vehicle |
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