Redundant steering control device for autonomous driving

Abstract

A steering system controllable by a redundant braking system, the redundant braking system including a primary braking control module, a secondary braking control module, and a plurality of braking units controlled by the primary braking control module or the secondary braking control module. There is at least one hydraulic motor connected to a component of the steering system, and fluid pressure in the hydraulic motor is controlled by the secondary braking control module. Wheels of the steering system are configured to turn right when the secondary braking control module operates the hydraulic motor during a first operating mode, and the wheels of the steering system are configured to turn left when the secondary braking control module operates the hydraulic motor during a second operating mode.

Description

Technical Field

[0001] This invention generally relates to a steering system for autonomous vehicles, which is controlled by a redundant braking control system. Background Technology

[0002] Autonomous vehicles are becoming increasingly common. Some vehicles are fully autonomous and require no driver input. These types of vehicles can have different operating modes, where in one mode the driver controls the vehicle, and in another, the vehicle operates in a fully autonomous driving mode without any input from the driver. There are also vehicles designed to transport passengers or goods without a driver and designed so that the driver never provides any type of input to control the vehicle. Thus, vehicle operations such as steering, acceleration, braking, and parking are controlled by various components, such as control modules. The control modules receive input from various devices, such as sensors and GPS, to determine what action to take based on certain parameters, such as local speed limits, upcoming traffic signals, and the speed and position of nearby vehicles. As more vehicles become fully operable without driver input, autonomous driving systems need to have various redundancies to ensure safe operation of the vehicle in reversing conditions.

[0003] Therefore, there is a need for a steering system that can be used as part of a fully autonomous vehicle, wherein the steering system is controlled by a redundant braking system that becomes active after a failure of the primary steering system. Summary of the Invention

[0004] The present invention is a redundant steering system powered by components of a redundant braking system, wherein the redundant steering system is activated in the event of a failure of the primary steering system.

[0005] In one embodiment, the present invention is a braking system operable for controlling a steering system, the braking system including a primary braking control module for controlling fluid pressure in the braking system; an auxiliary braking control module for controlling the fluid pressure in the braking system independently of the primary braking control module; and a plurality of braking units controlled by either the primary or auxiliary braking control module, wherein the braking units are used to decelerate the vehicle. At least one hydraulic motor is present, and the fluid pressure in the hydraulic motor is controlled by the auxiliary braking control module. A steering system is used to steer multiple wheels of the vehicle, and the hydraulic motor is connected to components of the steering system, such as steering joints. A first fluid conduit is connected to and in fluid communication with the hydraulic motor and the auxiliary braking control module, and a second fluid conduit is connected to and in fluid communication with the hydraulic motor and the auxiliary braking control module.

[0006] The virtual actuator is electrically connected to both the primary brake control module and the auxiliary brake control module. When the auxiliary brake control module is active, it controls the braking unit based on inputs from the virtual actuator. During a first operating mode, fluid is pumped from the auxiliary brake control module to the hydraulic motor via a first fluid conduit, and fluid is pumped from the hydraulic motor to the auxiliary brake control module via a second fluid conduit. During a second operating mode, fluid is pumped from the auxiliary brake control module to the hydraulic motor via the second fluid conduit, and fluid is pumped from the hydraulic motor to the auxiliary brake control module via the first fluid conduit. During the first operating mode, the wheels are configured for right turns, and during the second operating mode, the wheels are configured for left turns.

[0007] The wheels are configured to make right turns when the auxiliary braking control module operates the hydraulic motor during the first operating mode, and the wheels are configured to make left turns when the auxiliary braking control module operates the hydraulic motor during the second operating mode.

[0008] The auxiliary braking control module is active and controls the fluid pressure in the auxiliary braking system when a fault exists in the main braking system.

[0009] In one embodiment, there is a first hydraulic motor connected to a first component of the steering system and connected to and in fluid communication with a first fluid conduit; and a second hydraulic motor connected to a second component of the steering system and connected to and in fluid communication with a second fluid conduit. During a first operating mode, fluid is pumped from the auxiliary brake control module to the first hydraulic motor via the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped from the second hydraulic motor to the auxiliary brake control module via the second fluid conduit. During a second operating mode, fluid is pumped from the auxiliary brake control module to the second hydraulic motor via the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped from the first hydraulic motor to the auxiliary brake control module via the first fluid conduit.

[0010] The braking system operable for controlling the steering system also includes a first braking unit and a second braking unit, both of which are part of a plurality of braking units. A first braking conduit is also present, connected to and in fluid communication with a first fluid conduit, and also connected to and in fluid communication with an auxiliary braking control module and the first braking unit, such that during a first operating mode, fluid is pumped from the auxiliary braking control module through the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped through the first braking conduit to actuate the first braking unit.

[0011] The braking system also includes a second braking conduit connected to and in fluid communication with a second fluid conduit. The second braking conduit is also connected to and in fluid communication with an auxiliary braking control module and a second braking unit, such that during a second operating mode, fluid is pumped from the auxiliary braking control module through the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped through the second braking conduit to actuate the second braking unit.

[0012] In one embodiment, during a first operating mode, the first hydraulic motor and the first braking unit are actuated simultaneously, and during a second operating mode, the second hydraulic motor and the second braking unit are actuated simultaneously.

[0013] In one embodiment, the braking system operable for controlling the steering system also includes a third operating mode. During the third operating mode, fluid is pumped from the auxiliary brake control module through a first fluid conduit to actuate a first hydraulic motor, and fluid is pumped through a first brake conduit to actuate a first brake unit. Fluid is also pumped from the auxiliary brake control module through a second fluid conduit to actuate a second hydraulic motor, and fluid is pumped through a second brake conduit to actuate a second brake unit. During the third operating mode, the first hydraulic motor, the first brake unit, the second hydraulic motor, and the second brake unit are simultaneously actuated, causing the vehicle to decelerate and move in a substantially straight direction.

[0014] Further applications of the invention will become apparent from the detailed description provided below. It should be understood that while the detailed description and specific examples indicate preferred embodiments of the invention, these descriptions and examples are intended for illustrative purposes only and are not intended to limit the scope of the invention. Attached Figure Description

[0015] The invention will become more fully understood from the detailed description and accompanying drawings, in which:

[0016] Figure 1 This is an illustration of a first embodiment of a braking system for controlling a steering system according to an embodiment of the present invention;

[0017] Figure 2 This is an illustration of a second embodiment of a braking system for controlling a steering system according to an embodiment of the present invention; and

[0018] Figure 3 This is an illustration of a third embodiment of a braking system for controlling a steering system according to an embodiment of the present invention. Detailed Implementation

[0019] The following description of the (multiple) preferred embodiments is exemplary in nature and is in no way intended to limit the invention, its application or use.

[0020] Figure 1 The diagram (generally at position 10) illustrates a braking system for providing redundant control of a steering system according to a first embodiment of the invention. System 10 includes a vehicle electronic control unit (ECU) 12 electrically connected to a fluid level indicator (FLI) 14 connected to a first or primary brake control module (BCM) 16. BCM 16 is in fluid communication with a reservoir 18, which is also in fluid communication with a second or backup BCM 20. A second FLI 22 is also present, connected to the reservoir 18 and electrically connected to the backup BCM 20. Power is supplied to the primary BCM 16 via a first power supply 24, and a brake pedal 26 is mechanically connected to the primary BCM 16. The primary brake caliper 16 is in fluid communication with one or more brake units 28a, 28b, 28c, and 28d, such that when the vehicle operator or driver applies force to the brake pedal 26, the primary brake caliper 16 detects the force applied to the brake pedal 26, which causes actuation of one or more brake units 28a, 28b, 28c, and 28d. The primary brake caliper 16 detects changes in the position of the brake pedal 26 using a position sensor 30. The position sensor 30 is also electrically connected to a backup brake caliper 20, such that the backup brake caliper 20 also receives a signal from the position sensor 30 indicating the position of the brake pedal 26.

[0021] The main BCM 16 is also electrically and fluidly connected to the backup BCM 20, and the main BCM 16 is also fluidly connected to the pressure sensor 30a. The backup BCM 20 is also fluidly connected to the first two braking unit units 28a, 28b, and also actuates the bidirectional hydraulic motor 32, which is part of the steering system (generally shown at 50).

[0022] System 10 also includes several components to perform the parking brake function. There is an electronic parking brake (EPB) switch 34 electrically connected to the main BCM 16, and both the main BCM 16 and the backup BCM 20 are electrically connected to the first parking brake unit 36a and the second parking brake unit 36b.

[0023] When the vehicle is operating in autonomous driving mode, system 10 can also be controlled by a virtual driver. Figure 1A virtual driver is shown in the diagram (generally at position 38), where virtual driver 38 is electrically connected to both BCM 16 and BCM 20. Virtual driver 38 includes a primary controller 40 and an auxiliary or redundant controller 42. The primary controller 40 is powered by a first power supply 24, and a second power supply 44 is present, which supplies power to the auxiliary controller 42, as well as the backup BCM 20 and position sensor 30. An inertial measurement unit (IMU) 46 is also electrically connected to both the primary BCM 16 and the primary controller 40 of virtual driver 38.

[0024] Optionally, wheel speed sensors 48a, 48b, 48c, and 48d may be present for detecting the speed of each wheel of the vehicle.

[0025] In addition to the bidirectional hydraulic motor 32, the steering system 50 includes a plurality of linkage arms 52a, 52b, 52c, and 52d. The motor 32 is connected to components of the steering system 50 and is used to control the steering system 50 when the vehicle is operating in autonomous driving mode and a malfunction occurs somewhere in the main control unit of the steering system 50. In this embodiment, the component is the steering joint 54a; however, within the scope of the invention, the motor 32 may be attached to other components of the steering system 50 to control the steering system 50. A first linkage arm 54a is fixedly connected to a first steering joint 54a, and a first wheel 56a is mounted to the first steering joint 54a. A second linkage arm 52b is pivotally connected to the first linkage arm 52a and a steering rack 58, which meshes with a pinion 60.

[0026] There is a third link arm 52c that is pivotally connected to the steering rack 58 and the fourth link arm 52d. The fourth link arm 52d is fixedly connected to the second steering joint 54b, and there is a second wheel 56b mounted to the second steering joint 54b.

[0027] There are also a first fluid conduit 62a and a second fluid conduit 62b, both of which are connected to and in fluid communication with the backup BCM 20 and the motor 32. During manual driving mode, when the vehicle driver operates the vehicle, the driver rotates the steering wheel (not shown), causing various other steering components to rotate the pinion 60 to move the steering rack 58. The steering rack 58 moves the linkage arms 52a and 52b, and causes the first steering joint 54a and the first wheel 56a to rotate about the first axis 64. The movement of the steering rack 58 also moves the linkage arms 52c and 52d, and causes the second steering joint 54b and the second wheel 56b to rotate about the second axis 66. Joints 54a and 54b and wheels 56a and 56b are rotatable in a first direction (as indicated by the first arrow 68) to configure wheels 56a and 56b for right turns, and joints 54a and 54b and wheels 56a and 56b are rotatable in a second direction (as indicated by the second arrow 70) to configure wheels 56a and 56b for left turns.

[0028] There are also instances where the vehicle operates in autonomous driving mode, where the configuration of wheels 56a and 56b is controlled by a virtual driver 38. However, if a malfunction occurs in autonomous driving mode, various redundancies in the braking system 10 and steering system 50 may need to be activated to ensure the vehicle's safety and proper operation. The vehicle includes a redundant operating mode for controlling the steering system 50 in the event of a malfunction somewhere in the vehicle. In the redundant operating mode, instead of the pinion 60 being rotated to move the steering rack 58, the motor 32 is actuated to rotate the first steering joint 54a. Due to the connection between the first steering joint 54a, the first two linkage arms 52a, linkage arm 52b, steering rack 58, the second two linkage arms 52c, linkage arm 52d, and the second steering joint 54b, all these components move together, such that when the first steering joint 54a is rotated, the first two linkage arms 52a, linkage arm 52b, steering rack 58, and the second two linkage arms 52c, linkage arm 52d move relative to each other, causing the second steering joint 54b to also rotate. More specifically, the backup BCM 20 is used to deliver fluid through one of the fluid conduits 62a and 62b to control the motor 32. The backup BCM 20 is capable of controlling the motor 32 in two operating modes. During the first operating mode, the backup BCM 20 pumps fluid through the first fluid conduit 62a. Because motor 32 pumps fluid, the fluid pumped by motor 32 enters the second fluid conduit 62b, making the second fluid conduit 62b act as a return conduit, in which the fluid leaving motor 32 flows back to the standby BCM 20. During the second operating mode, the standby BCM 20 pumps fluid through the second fluid conduit 62b. Figure 1 The motor 32 is a bidirectional hydraulic motor 32, so fluid entering the motor 32 from the second fluid conduit 62b is pumped out of the motor 32 into the first fluid conduit 62a, making the first fluid conduit 62a act as a return conduit, in which fluid leaving the motor 32 flows back to the backup BCM 20. Because the motor 32 is a bidirectional hydraulic motor 32, there is a predetermined amount of fluid required in the system 10, as fluid is pumped between the backup BCM 20 and the motor 32 during both operating modes. During the first operating mode, the motor 32 is actuated to rotate joints 54a, 54b and wheels 56a, 56b in a first direction 68 to configure wheels 56a, 56b for right turns. During the second operating mode, joints 54a, 54b and wheels 56a, 56b are rotated in a second direction 70 to configure wheels 56a, 56b for left turns.

[0029] The redundant operating mode is active when a fault occurs while the vehicle is operating in autonomous driving mode and the main control unit of the steering system 50 is not functioning (this could be caused by a fault in the first power supply 24). When the vehicle is operating in redundant operating mode, the redundant controller 42 of the virtual drive 38 is used to control the backup BCM 20, and thus the steering system 50. This helps ensure that vehicle control is maintained even in the event of a fault during autonomous driving mode.

[0030] Figure 2 Another embodiment of the invention is illustrated below, wherein similar numerals refer to similar elements. In this embodiment, there is no bidirectional hydraulic motor 32, but instead there is a first one-way hydraulic motor 72a attached to the first steering joint 54a and a second one-way hydraulic motor 72b attached to the second steering joint 54b. In this embodiment, a first fluid conduit 62a is connected to and in fluid communication with the first one-way hydraulic motor 72a, and a second fluid conduit 62b is connected to and in fluid communication with the second one-way hydraulic motor 72b.

[0031] When the steering system 50 operates in redundant operating mode, a first operating mode exists again, in which wheels 56a and 56b are configured for right turns, and a second operating mode exists again, in which wheels 56a and 56b are configured for left turns. Each of the one-way hydraulic motors 72a and 72b is capable of receiving fluid from the backup BCM 20 and also capable of pumping fluid to the backup BCM 20, depending on whether the backup BCM 20 is operating in the first or second operating mode.

[0032] During the first operating mode, the backup BCM 20 pumps fluid to the first one-way hydraulic motor 72a via the first fluid conduit 62a, causing the motor 72a to rotate the first steering joint 54a in the first direction 68. This results in movement of the linkage arms 52a, 52b, 52c, 52d, and the steering rack 58, causing the second steering joint 54b to also rotate in the first direction 68. The rotation of joints 54a and 54b and wheels 56a and 56b in the first direction 68 configures wheels 56a and 56b for right turns. When this occurs, the second one-way hydraulic motor 72b also rotates via the second steering joint 54b, causing fluid in the second one-way hydraulic motor 72b to be pumped back to the backup BCM 20 via the second fluid conduit 62b. In the first operating mode, the second fluid conduit 62b serves as a return conduit in a manner similar to the previous embodiment.

[0033] During the second operating mode, the backup BCM 20 pumps fluid to the second one-way hydraulic motor 72b via the second fluid conduit 62b, causing the motor 72b to rotate the second steering joint 54b in the second direction 70. This results in movement of the linkage arms 52a, 52b, 52c, 52d, and the steering rack 58, causing the first steering joint 54a to also rotate in the second direction 70. The rotation of joints 54a and 54b with wheels 56a and 56b in the second direction 70 configures wheels 56a and 56b for left turns. When this occurs, the first one-way hydraulic motor 72a also rotates via the first steering joint 54a, causing fluid in the first one-way hydraulic motor 72a to be pumped back to the backup BCM 20 via the first fluid conduit 62a. In the second mode of operation, the first fluid conduit 62a serves as a return conduit in a manner similar to that in the previous embodiment.

[0034] Figure 3 A third embodiment of the invention is shown, wherein similar numerals refer to similar elements. In this embodiment, a first brake conduit 74a is provided, connected to and in fluid communication with the backup BCM 20 and the first brake unit 28a. A second brake conduit 74b is also provided, connected to and in fluid communication with the backup BCM 20 and the second brake unit 28b. A first fluid conduit 62a is connected to and in fluid communication with the first brake conduit 74a, and a second fluid conduit 62b is connected to and in fluid communication with the second brake conduit 74b. This embodiment also includes a one-way hydraulic motor 72a and a one-way hydraulic motor 72b, such that the motors 72a, 72b, and steering system 50 are aligned with... Figure 2The embodiments shown operate in the same manner. Again, during the first operating mode, wheels 56a and 56b are configured for right turns, and during the second operating mode, wheels 56a and 56b are configured for left turns. However, in this embodiment, during the first operating mode, the backup BCM 20 pumps fluid through the first brake conduit 74a, so that fluid is also pumped through the first fluid conduit 62a. When this occurs, the first brake unit 28a is actuated, and the first one-way hydraulic motor 72a is also actuated, so that wheels 56a and 56b are configured to turn left. Figure 2 The same manner described in the illustrated embodiment is used for right turns. This simultaneously causes the vehicle to brake and decelerate, and to steer to the right. In this embodiment, the second fluid conduit 62b also serves as a return conduit, as described in the previous embodiment. During the second operating mode, the standby BCM 20 pumps fluid through the second brake conduit 74b, causing fluid to also be pumped through the second fluid conduit 62b. When this occurs, the second brake unit 28b is actuated, and the second one-way hydraulic motor 72b is also actuated, causing wheels 56a and 56b to be configured for left turns. This simultaneously causes the vehicle to brake and decelerate, and to steer to the left. In this embodiment, the first fluid conduit 62b also serves as a return conduit, as described in the previous embodiment.

[0035] The third embodiment of the invention also includes a third operating mode. In this embodiment, the BCM 20 pumps fluid through two fluid conduits 62a and 62b and two brake conduits 74a and 74b, actuating both of the brake units 28a and 28b, and the fluid is pumped to each one-way hydraulic motor 72a and 72b. However, when fluid is pumped to each one-way hydraulic motor 72a and 72b, the motors 72a and 72b interact, causing the wheels 56a and 56b to remain stationary. Figure 3 The vehicle moves in a substantially straight direction when braking, as shown in the diagram. Furthermore, a variation of the third operating mode exists, in which the BCM 20 pumps varying amounts of fluid to fluid conduits 62a, 62b, and brake conduits 74a, 74b to control the vehicle's steering system 50 and braking units 28a, 28b, allowing for varying degrees of turning and braking, where the vehicle can brake slowly or quickly, and can also turn slightly or sharply.

[0036] Although shown Figures 2-3This is a variation of the present invention, but such a variation is within the scope of the invention, where other configurations can be used. Using all embodiments, the backup BCM 20 can be used to control the steering system 50 for an unlimited or limited time period. In one embodiment, the backup BCM 20 is used to control the steering system 50 for as long as desired, enabling the vehicle to reach a specific destination. In another embodiment, after the primary control of the steering system 50 has failed, the backup BCM 20 can be used to control the steering system 50 for a sufficiently long time to bring the vehicle to a controlled stop, such as on the side of a road or in a parking lot.

[0037] The description of this invention is exemplary in nature only, and therefore, variations that do not depart from the spirit of the invention are intended to be within its scope. Such variations are not considered to depart from the spirit and scope of the invention.

Claims

1. A device for redundant steering control, comprising: A braking system operable for controlling a steering system, the braking system comprising: A main braking control module, wherein the main braking control module is used to control the fluid pressure in the braking system; An auxiliary braking control module is provided for controlling the fluid pressure in the braking system independently of the main braking control module. At least one braking unit, the at least one braking unit being controlled by the main braking control module or the auxiliary braking control module, the at least one braking unit being used to decelerate the vehicle; At least one hydraulic motor, wherein the at least one hydraulic motor is controlled by the auxiliary braking control module; A steering system for steering the vehicle, wherein the at least one hydraulic motor is part of the steering system; At least one wheel, said at least one wheel being part of the steering system; A virtual driver, which is electrically connected to the main braking control module and the auxiliary braking control module; A first operating mode, wherein the at least one wheel is configured to make a right turn during the first operating mode; and In a second operating mode, the at least one wheel is configured to make a left turn during the second operating mode; The virtual driver is capable of sending commands to the auxiliary braking control module, causing the auxiliary braking control module to operate the at least one hydraulic motor in a first operating mode to perform the right turn, and the auxiliary braking control module to operate the at least one hydraulic motor in a second operating mode to perform the left turn. When a fault occurs in the main braking system, the auxiliary braking control module becomes active and controls the fluid pressure in the auxiliary braking system.

2. The apparatus for redundant steering control as described in claim 1, further comprising: A first fluid conduit, the first fluid conduit being connected to and in fluid communication with the at least one hydraulic motor; as well as A second fluid conduit is connected to and in fluid communication with the at least one hydraulic motor; During the first operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor through the first fluid conduit, and fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module through the second fluid conduit. During the second operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor through the second fluid conduit, and fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module through the first fluid conduit.

3. The device for redundant steering control as described in claim 2, wherein the at least one hydraulic motor further comprises: A first hydraulic motor is connected to a first component of the steering system and is connected to and in fluid communication with the first fluid conduit. as well as A second hydraulic motor is connected to a second component of the steering system, and the second hydraulic motor is connected to and in fluid communication with the second fluid conduit. During the first operating mode, fluid is pumped from the auxiliary braking control module to the first hydraulic motor through the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped from the second hydraulic motor to the auxiliary braking control module through the second fluid conduit. During the second operating mode, fluid is pumped from the auxiliary braking control module to the second hydraulic motor through the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped from the first hydraulic motor to the auxiliary braking control module through the first fluid conduit.

4. The apparatus for redundant steering control as described in claim 3, further comprising: It also includes the at least one braking unit of the first braking unit; A first braking conduit is connected to and in fluid communication with a first fluid conduit, and is also connected to and in fluid communication with the auxiliary braking control module and the first braking unit, such that during the first operating mode, fluid is pumped from the auxiliary braking control module to the first hydraulic motor through the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped through the first braking conduit to actuate the first braking unit. It also includes the at least one braking unit of the second braking unit; and A second braking conduit is connected to and in fluid communication with the second fluid conduit, and is also connected to and in fluid communication with the auxiliary braking control module and the second braking unit, such that during the second operating mode, fluid is pumped from the auxiliary braking control module to the second hydraulic motor through the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped through the second braking conduit to actuate the second braking unit. During the first operating mode, the first hydraulic motor and the first braking unit are actuated simultaneously, and during the second operating mode, the second hydraulic motor and the second braking unit are actuated simultaneously.

5. The apparatus for redundant steering control as claimed in claim 4, further comprising a third operating mode, wherein during the third operating mode, fluid is pumped from the auxiliary brake control module through the first fluid conduit to the first hydraulic motor to actuate the first hydraulic motor, and fluid is pumped through the first brake conduit to actuate the first brake unit, and fluid is also pumped from the auxiliary brake control module through the second fluid conduit to the second hydraulic motor to actuate the second hydraulic motor, and fluid is pumped through the second brake conduit to actuate the second brake unit.

6. The apparatus for redundant steering control as claimed in claim 4, further comprising a third operating mode, wherein during the third operating mode, the first hydraulic motor, the first braking unit, the second hydraulic motor, and the second braking unit are simultaneously actuated, causing the vehicle to decelerate and move in a substantially straight direction.

7. A braking system operable for controlling a steering system, comprising: A main braking control module, wherein the main braking control module is used to control the fluid pressure in the braking system; An auxiliary braking control module is provided for controlling the fluid pressure in the braking system independently of the main braking control module. Multiple braking units, which are controlled by the main braking control module or the auxiliary braking control module, are used to decelerate the vehicle. At least one hydraulic motor, wherein the fluid pressure in the at least one hydraulic motor is controlled by the auxiliary braking control module; A steering system for steering the vehicle, wherein the at least one hydraulic motor is connected to a component of the steering system; Multiple wheels, said multiple wheels being part of the steering system; A first fluid conduit is connected to and in fluid communication with the at least one hydraulic motor and the auxiliary braking control module; as well as A second fluid conduit is connected to and in fluid communication with the at least one hydraulic motor and the auxiliary braking control module; A virtual driver, which is electrically connected to the main braking control module and the auxiliary braking control module; In a first operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor via the first fluid conduit, and fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module via the second fluid conduit. as well as In the second operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor through the second fluid conduit, and fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module through the first fluid conduit. The plurality of wheels are configured to turn right when the auxiliary braking control module operates the at least one hydraulic motor during the first operating mode, and the plurality of wheels are configured to turn left when the auxiliary braking control module operates the at least one hydraulic motor during the second operating mode. When a fault occurs in the main braking system, the auxiliary braking control module becomes active and controls the fluid pressure in the auxiliary braking system.

8. The braking system operable for controlling a steering system as claimed in claim 7, wherein the auxiliary braking control module is active and controls the fluid pressure in the auxiliary braking system when a fault exists in the primary braking system.

9. The braking system operable for controlling a steering system as described in claim 7, wherein the at least one hydraulic motor further comprises: A first hydraulic motor is connected to a first component of the steering system and is connected to and in fluid communication with the first fluid conduit. as well as A second hydraulic motor is connected to a second component of the steering system, and the second hydraulic motor is connected to and in fluid communication with the second fluid conduit. During the first operating mode, fluid is pumped from the auxiliary braking control module to the first hydraulic motor through the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped from the second hydraulic motor to the auxiliary braking control module through the second fluid conduit. During the second operating mode, fluid is pumped from the auxiliary braking control module to the second hydraulic motor through the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped from the first hydraulic motor to the auxiliary braking control module through the first fluid conduit.

10. The braking system operable for controlling a steering system as described in claim 9, further comprising: The first braking unit is one of the plurality of braking units; A first braking conduit is connected to and in fluid communication with a first fluid conduit, and is also connected to and in fluid communication with the auxiliary braking control module and the first braking unit, such that during the first operating mode, fluid is pumped from the auxiliary braking control module to the first hydraulic motor through the first fluid conduit to actuate the first hydraulic motor, and fluid is pumped through the first braking conduit to actuate the first braking unit. The second braking unit is one of the plurality of braking units; as well as A second braking conduit is connected to and in fluid communication with the second fluid conduit, and is also connected to and in fluid communication with the auxiliary braking control module and the second braking unit, such that during the second operating mode, fluid is pumped from the auxiliary braking control module to the second hydraulic motor through the second fluid conduit to actuate the second hydraulic motor, and fluid is pumped through the second braking conduit to actuate the second braking unit. During the first operating mode, the first hydraulic motor and the first braking unit are actuated simultaneously, and during the second operating mode, the second hydraulic motor and the second braking unit are actuated simultaneously.

11. The braking system operable for controlling a steering system as claimed in claim 10, further comprising a third operating mode, wherein during the third operating mode, fluid is pumped from the auxiliary brake control module through the first fluid conduit to the first hydraulic motor to actuate the first hydraulic motor, and fluid is pumped through the first brake conduit to actuate the first brake unit, and fluid is also pumped from the auxiliary brake control module through the second fluid conduit to the second hydraulic motor to actuate the second hydraulic motor, and fluid is pumped through the second brake conduit to actuate the second brake unit.

12. The braking system operable for controlling a steering system as claimed in claim 11, wherein during the third operating mode, the first hydraulic motor, the first braking unit, the second hydraulic motor, and the second braking unit are simultaneously actuated, causing the vehicle to decelerate and move in a substantially straight direction.

13. The braking system operable for controlling a steering system as claimed in claim 10, wherein when the auxiliary braking control module is active, the auxiliary braking control module controls the first braking unit and the second braking unit based on input from the virtual driver.

14. A method for controlling a steering system using a redundant braking system of a vehicle, comprising the following steps: Provides the main braking control module; Provides an auxiliary braking control module; Provide multiple braking units controlled by the main braking control module or the auxiliary braking control module; Provide steering system; Provide multiple wheels as part of the steering system; At least one hydraulic motor controlled by the auxiliary braking control module is provided, the at least one hydraulic motor being connected to at least one component of the steering system; Provide a virtual driver that is electrically connected to the main braking control module and the auxiliary braking control module; Provides the first operating mode; as well as Provide a second operating mode; The virtual driver sends commands to the auxiliary braking control module to operate the at least one hydraulic motor in either the first or the second operating mode. The plurality of wheels are configured to make right turns during the first operating mode; The plurality of wheels are configured to make left turns during the second operating mode. When a fault occurs in the main braking system, the auxiliary braking control module becomes active and controls the fluid pressure in the auxiliary braking system.

15. The method of claim 14, further comprising the step of: Provides a first fluid conduit connected to and in fluid communication with the at least one hydraulic motor; and A second fluid conduit is provided that is connected to and in fluid communication with the at least one hydraulic motor; During the first operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor via the first fluid conduit; During the first operating mode, fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module via the second fluid conduit; During the second operating mode, fluid is pumped from the auxiliary braking control module to the at least one hydraulic motor via the second fluid conduit; During the second operating mode, fluid is pumped from the at least one hydraulic motor to the auxiliary braking control module through the first fluid conduit.

16. The method of claim 15, further comprising the step of: The at least one hydraulic motor is provided to include a first hydraulic motor connected to a first component of the steering system; The at least one hydraulic motor is provided to include a second hydraulic motor comprising a second component connected to the steering system; Fluid is pumped from the auxiliary braking control module to the first hydraulic motor through the first fluid conduit to actuate the first hydraulic motor, such that during the first operating mode, fluid from the second hydraulic motor is pumped through the second fluid conduit to the auxiliary braking control module. Fluid is pumped from the auxiliary braking control module to the second hydraulic motor via the second fluid conduit to actuate the second hydraulic motor, such that during the second operating mode, fluid is pumped from the first hydraulic motor to the auxiliary braking control module via the first fluid conduit.

17. The method of claim 16, further comprising the step of: The plurality of braking units are provided to include a first braking unit; The plurality of braking units are provided to include a second braking unit; A first brake conduit is provided that is connected to and in fluid communication with the auxiliary brake control module and the first brake unit, and the first fluid conduit is also connected to and in fluid communication with the first brake conduit. A second brake conduit is provided, which is connected to and in fluid communication with the auxiliary brake control module and the second brake unit, and the second fluid conduit is also connected to and in fluid communication with the second brake conduit; Fluid is pumped from the auxiliary braking control module to the first hydraulic motor and the first braking pipe through the first fluid pipe, so that the first hydraulic motor and the first braking unit are simultaneously actuated during the first operating mode. Fluid is pumped from the auxiliary braking control module to the second hydraulic motor and the second braking pipe through the second fluid pipe, so that the second hydraulic motor and the second braking unit are simultaneously actuated during the second operating mode.

18. The method of claim 17, further comprising the step of: Provides a third operating mode; During the third operating mode, the first hydraulic motor, the second hydraulic motor, the first braking unit, and the second braking unit are simultaneously actuated, causing the vehicle to decelerate in a substantially straight direction.

Images