Steering control apparatus and method

Abstract

The present disclosure relates to a steering control apparatus and method. The steering control apparatus includes a first steering control module and a second steering control module. The first steering control module and the second steering control module respectively include first and second temperature sensors that detect respective internal temperatures of the first and second steering control modules. The first steering control module can transmit information about a first temperature detected by the first temperature sensor to the second steering control module, and the second steering control module can receive the information about the first temperature and transmit information about a second temperature detected by the second temperature sensor. The first and second steering control modules can convert according to the information about the first and second temperatures, and the first or second steering control module can control a steering motor.

Description

Technical Field

[0001] This disclosure relates to steering control devices and methods, and more specifically, to steering control devices including a first steering control module and a second steering control module, and to methods for controlling steering using the steering control devices. Background Technology

[0002] Power steering systems are typically used in vehicles to reduce the steering effort required to turn the steering wheel (handle) and thus improve steering stability. Hydraulic power steering (HPS), which uses hydraulic pressure, is one such system and is widely used. In recent years, electric power steering (EPS) systems have become increasingly common in vehicles. Unlike traditional hydraulic systems, EPS uses the rotational force of an electric motor to assist the driver's steering effort and is an environmentally friendly system.

[0003] Interest in electric power steering systems has grown from the typical system using a single electronic control unit (ECU) to control the vehicle towards redundant systems that use two or more ECUs to control the vehicle's steering. Redundancy enhances steering stability by allowing another ECU to perform its function when one ECU is unable to do so due to physical damage, malfunction, or other reasons.

[0004] In such redundant systems, when one ECU is in use, another ECU, which serves as a backup ECU, remains on standby. Therefore, research has been ongoing on how to utilize the standby ECU. Summary of the Invention

[0005] To address this problem, embodiments of this disclosure provide steering control devices and methods that allow a first steering device (or module) and a second steering device (or module) to switch and perform corresponding shared roles based on their internal temperatures.

[0006] According to various aspects of this disclosure, a steering control device is provided, comprising a first steering control module and a second steering control module. The first and second steering control modules each include a first temperature sensor and a second temperature sensor for detecting their respective internal temperatures. The first steering control module can transmit information related to a first temperature detected by the first temperature sensor to the second steering control module, and the second steering control module can receive information about the first temperature and transmit information related to a second temperature detected by the second temperature sensor. The first and second steering control modules can switch between each other based on the information about the first and second temperatures, and either the first or second steering control module can control a steering motor.

[0007] According to various aspects of this disclosure, a steering control method is provided, comprising: detecting corresponding internal temperatures of a first steering control module and a second steering control module, thereby allowing the first steering control module to send information related to a first temperature (i.e., the internal temperature of the first steering control module) to the second steering control module and receive information related to a second temperature (i.e., the internal temperature of the second steering control module) from the second steering control module, and allowing the second steering control module to send information about the second temperature to the first steering control module and receive information about the first temperature from the first steering control module, and allowing the first steering control module and the second steering control module to switch according to the information about the first temperature and the second temperature, and allowing the first steering control module or the second steering control module to control a steering motor.

[0008] According to embodiments of this disclosure, by allowing the first steering control module and the second steering control module to switch and alternately control the steering motor based on their internal temperature, the stability of the powertrain can be enhanced and limitations on the control of the steering motor can be overcome. Attached Figure Description

[0009] The accompanying drawings are included to provide a further understanding of this disclosure and are incorporated in and constitute a part of this disclosure. The drawings illustrate various aspects of this disclosure and, together with the description, serve to illustrate the principles of this disclosure. In the drawings: Figure 1 An example is shown of the overall configuration of the steering equipment of a vehicle according to various aspects of this disclosure; Figure 2 Example steering control devices for vehicles according to various aspects of this disclosure are illustrated; Figure 3 An example is shown of the overall configuration of the power module of a vehicle according to various aspects of this disclosure; Figure 4 Examples of steering motors according to various aspects of this disclosure are shown to be controlled by either a first steering control module or a second steering control module that switches according to the temperature in the vehicle. Figure 5 The internal temperature is illustrated in the case where the steering motor is controlled by either a first steering control module or a second steering control module in the vehicle, according to various aspects of this disclosure. Figure 6 Examples of the internal temperatures according to various aspects of this disclosure are provided in cases where the control of the steering motor is switched when the first steering control module and the second steering control module switch according to their internal temperature in the vehicle. Figure 7 An example is shown where the internal temperature of the steering control module according to various aspects of this disclosure rises depending on the position of the bracket in the vehicle; Figure 8 This is a flowchart illustrating various aspects of steering control methods according to this disclosure; and Figure 9 This is a detailed diagram of step S830 in the steering control method according to various aspects of this disclosure. Detailed Implementation

[0010] In the following description of examples or embodiments of this disclosure, reference will be made to the accompanying drawings, which are shown by way of illustrating specific examples or embodiments that may be implemented, and in the drawings, the same reference numerals and symbols may be used to designate the same or similar components, even if they are shown in different drawings. Additionally, in the following description of examples or embodiments of this disclosure, descriptions of well-known functions and components incorporated herein will be omitted where it is determined that detailed descriptions of these functions and components would make the subject matter of some embodiments of this disclosure considerably unclear. Terms such as “comprising,” “having,” “including,” “constituting,” “made of,” and “formed from” as used herein are generally intended to allow for the addition of additional components, unless these terms are used in conjunction with the term “only.” As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise.

[0011] The elements of this disclosure may be described herein using terms such as “first,” “second,” “A,” “B,” “(A),” and “(B).” Each of these terms is not intended to define the nature, order, sequence, or number of the elements, but merely to distinguish the corresponding element from the others.

[0012] When referring to the first element as "connected or joined," "in contact or overlapping," etc., with respect to the second element, it should be interpreted that not only can the first element be "directly connected or joined," "in direct contact or overlapping," but a third element can also be inserted between the first and second elements, or the first and second elements can be "connected or joined," "in contact or overlapping," etc., with respect to each other via a fourth element. Here, the second element can be included in at least one of two or more elements that are "connected or joined," "in contact or overlapping," etc., with respect to each other. When using time-related terms such as "after," "following," "next," "before," etc., to describe the processing or operation of an element or configuration, or the flow or steps in an operation, processing, or manufacturing method, these terms can be used to describe non-continuous or non-sequential processing or operation, unless the terms "exactly" or "just" are used together.

[0013] Furthermore, when referring to any size, relative size, etc., even if no specific description is given, the numerical value or corresponding information of the component or feature (e.g., level, range, etc.) should be considered, including the tolerances or error ranges that may be caused by various factors (e.g., processing factors, internal or external factors, noise, etc.). Additionally, the term "may" fully encompasses all the meanings of the term "may".

[0014] The steering control device 100 used in a vehicle according to various aspects of this disclosure will be described below with reference to the accompanying drawings.

[0015] The steering devices used in vehicles according to various aspects of this disclosure will be described below with reference to the accompanying drawings.

[0016] Figure 1 An overall configuration of the steering equipment of a vehicle according to various aspects of this disclosure is illustrated.

[0017] Reference Figure 1 The vehicle steering device 1000 according to various aspects of this disclosure may include steering control device 100, internal communication network 200, etc.

[0018] Steering control device 100 can be connected to steering motor 600. Steering control device 100 can control steering motor 600. In one embodiment, multiple steering control devices 100, such as steering control modules (110, 120, etc.), may be included in the vehicle's steering equipment 1000.

[0019] Each steering control module (110, 120, etc.) can control the steering motor 600. For example, each steering control module (110, 120, etc.) can control one steering motor 600. That is, each steering control module (110, 120, etc.) can have the same control function. In addition, steering control modules (110, 120, etc.) with the same control function can control one steering motor 600 at different times.

[0020] Each steering control module (110, 120, etc.) can be connected to each other via an internal communication network 200. Here, the internal communication network 200 can be a network used only to connect the steering control modules (110, 120, etc.) to each other, that is, a dedicated communication network (private control area network (“CAN” or internal CAN) used only for the steering control modules.

[0021] For example, the internal communication network 200 may include at least one of a wired communication network and a wireless communication network. Specifically, the internal communication network 200 may include CAN, but embodiments of this disclosure are not limited thereto. For example, any type of communication network can be used for the internal communication network 200, as long as they can be connected between steering control modules.

[0022] In the event of an abnormal operating state of one of the steering control modules (110, 120, etc.) currently controlling the steering motor 600, each steering control module (110, 120, etc.) can use the internal communication network 200 to monitor the operating state of one or more other steering control modules, so that the steering motor 600 can be controlled by at least one of the remaining steering control modules.

[0023] More specifically, each steering control module (110, 120, etc.) can monitor the operating status of one or more other steering control modules via the internal communication network 200. Therefore, each steering control module (110, 120, etc.) can determine the initiative to control the steering motor 600 based on the monitoring results.

[0024] In one implementation, when it is determined from the monitoring results that the operating state of the steering control module currently controlling the steering motor 600 is abnormal, each steering control module (110, 120, etc.) can be operated so that the initiative to control the steering motor 600 can be transferred from the steering control module currently controlling the steering motor 600 to at least one of the other steering control modules that are operating normally.

[0025] In other words, when the operating state of the steering control module currently controlling the steering motor 600 is determined to be abnormal based on the monitoring results, each steering control module (110, 120, etc.) can be operated so that the steering motor 600 can be controlled by at least one of the other steering control modules.

[0026] In another embodiment, when the operating status of the steering control module that currently controls the steering motor 600 is determined to be normal based on the monitoring results, each steering control module (110, 120, etc.) can be operated, so that the initiative to control the steering motor 600 can be continuously maintained by the steering control module that currently controls the steering motor 600.

[0027] In other words, when the operating status of the steering control module that currently controls the steering motor 600 is determined to be normal based on the monitoring results, each steering control module (110, 120, etc.) can be operated, so that the steering motor 600 can be continuously controlled by the steering control module that currently controls the steering motor 600.

[0028] As described above, in the steering device for a vehicle according to various aspects of this disclosure, when two or more steering control modules are connected together via an internal communication network, if it is determined that the operating state of the steering control module currently controlling the steering motor 600 is abnormal, the steering motor 600 can be controlled by at least one of the remaining steering control modules because each steering control module is allowed to use the internal communication network to monitor the operating state of one or more other steering control modules. Since even when the steering control module currently controlling the steering motor 600 operates abnormally, the initiative to control the steering motor 600 can be transferred to another steering control module that serves as a backup, the steering of the vehicle can be assisted without reducing the vehicle's steering performance, thereby enhancing the vehicle's redundancy and reliability.

[0029] As described above, although the steering control device 100 may operate using two steering control devices (modules), the embodiments of this disclosure are not limited thereto. For example, the steering control device 100 may include three or more steering control devices (modules). Specifically, one of the steering control modules may be used as the primary steering control module, and one or more of the remaining steering control modules may be used as secondary steering control modules or redundant steering control modules.

[0030] Hereinafter, for the sake of simplicity, the case of two steering control devices (modules) being used as steering control devices 100 in a vehicle steering device 1000 according to various aspects of this disclosure will be discussed.

[0031] Return to reference Figure 1 The first steering control module 110 and the second steering control module 120 may be included in the steering device 1000. The first steering control module 110 may be used as a primary steering control module capable of driving the steering motor 600 with the highest priority. Additionally, if needed, the second steering control module 120 may be used as a secondary steering control module or a redundant steering control module capable of driving the steering motor 600 in place of the first steering control module 110.

[0032] When the operating state of the first steering control module 110, which is currently controlling the steering motor 600, is abnormal, the second steering control module 120 can monitor the operating state of the first steering control module 110 via the internal communication network 200, so that the second steering control module 120 can replace the first steering control module 110 to control the steering motor.

[0033] Specifically, the second steering control module 120 can monitor the operating status of the first steering control module 110 that currently controls the steering motor 600 via the internal communication network 200. Furthermore, the steering control module 120 can determine the control of the steering motor 600 based on the monitoring results.

[0034] In one implementation, when the operating state of the first steering control module 110 that controls the steering motor 600 is abnormal based on the monitoring results, the second steering control module 120 can change the control of the steering motor 600 from the first steering control module 110 to the second steering control module 120.

[0035] That is, when the monitoring results determine that the operating state of the first steering control module 110 that is currently controlling the steering motor 600 is abnormal, the second steering control module 120 can replace the first steering control module 110 to control the steering motor 600.

[0036] In another embodiment, when the monitoring results determine that the first steering control module 110 is operating normally, the second steering control module 120 can be operated, so that the first steering control module 110 can continuously maintain the initiative in controlling the steering motor 600.

[0037] In other words, when the monitoring results determine that the operation of the first steering control module 110 that controls the steering motor 600 is normal, the steering motor 600 can be continuously controlled by the first steering control module 110.

[0038] Furthermore, when the corresponding operating states of the first steering control module 110 and the second steering control module 120 become abnormal, the operation of the vehicle steering wheel can be switched to manual mode or reduced assist mode.

[0039] In one embodiment, when the corresponding operating states of the first steering control module 110 and the second steering control module 120 become abnormal, the second steering control module 120 can change the operation of the steering wheel to manual mode or reduce the auxiliary mode.

[0040] In another embodiment, when the corresponding operating states of the first steering control module 110 and the second steering control module 120 become abnormal, the vehicle can change the steering wheel operation to manual mode or reduce the assist mode.

[0041] Furthermore, the first steering control module 110 and the second steering control module 120 may be identical to each other. That is, the first steering control module 110 and the second steering control module 120 may include the same components.

[0042] As described above, in the steering equipment of a vehicle according to various aspects of this disclosure, since the steering torque sensor, steering angle sensor, and motor position sensor, as well as the first steering control module and the second steering control module, are identical to each other, the various elements for steering control, except for the steering motor, can be configured such that two elements performing substantially the same function are repeated to form a package, rather than operating independently as separate elements, thereby enhancing the redundancy and reliability of the vehicle.

[0043] Reference Figure 1 The steering device 1000 of the vehicle according to various aspects of this disclosure may include a power module 300.

[0044] The power module 300 can be connected to the steering control device 100. The power module 300 can supply electrical energy to the steering control device 100. The power module 300 can supply DC voltage to the steering control device 100. The power module 300 can supply two DC voltages to the steering control device 100.

[0045] The two DC voltages can be a first DC voltage and a second DC voltage. The first DC voltage can be supplied to the first steering control module 110 and can be referred to as the main DC voltage. The second DC voltage can be supplied to the second steering control module 120 and can be referred to as the auxiliary DC voltage or redundant DC voltage.

[0046] The operation of the power supply module 300 can be controlled and monitored by each of the steering control modules 110 and 120. Each of the steering control modules 110 and 120 can monitor the operating status of the power supply module 300 and the status of the supplied DC voltage, and then determine the initiative to control the steering motor 600 based on the monitoring results.

[0047] For example, the second steering control module 120 can monitor the operating status of the first steering control module 110 via the internal communication network 200. Furthermore, the second steering control module 120 can determine the control authority for the steering motor 600 based on the monitoring results. The second steering control module 120 can also monitor the operating status of the power supply module 300 and the state of the supplied DC voltage by monitoring the operating status of the first steering control module 110.

[0048] In one implementation, when the monitoring results determine that the first DC voltage supplied from the power module 300 to the first steering control module 110 is abnormal, the second steering control module 120 can change the control of the steering motor 600 from the first steering control module 110 to the second steering control module 120.

[0049] In other words, when the monitoring results determine that the first DC voltage supplied from the power module 300 to the first steering control module 110 is abnormal, the second steering control module 120 can replace the first steering control module 110 in controlling the steering motor 600 based on the second DC voltage received from the power module 300.

[0050] In another embodiment, when the monitoring results determine that the first DC voltage supplied from the power module 300 to the first steering control module 110 is normal, the second steering control module 120 can be operated, so that the first steering control module 110 continues to maintain the initiative in controlling the steering motor 600.

[0051] In other words, when the monitoring results determine that the first DC voltage supplied from the power module 300 to the first steering control module 110 is normal, the steering motor 600 can be continuously controlled by the first steering control module 110.

[0052] Reference Figure 1 The vehicle steering device 1000 according to various aspects of this disclosure may include a steering torque sensor module 400.

[0053] The steering torque sensor module 400 may include multiple torque sensors. For example, the steering torque sensor module 400 may include at least one first steering torque sensor 410 and at least one second steering torque sensor 420.

[0054] At least one first steering torque sensor 410 and at least one second steering torque sensor 420 can measure the torque of the vehicle steering wheel. At least one first steering torque sensor 410 and at least one second steering torque sensor 420 can generate steering wheel torque information based on the measured steering wheel torque.

[0055] At least one first steering torque sensor 410 may be connected to the first steering control module 110. The first steering torque sensor 410 may supply steering wheel torque information to the first steering control module 110. The first steering torque sensor 410 may be referred to as the main steering torque sensor because it supplies steering wheel torque information to the first steering control module 110.

[0056] At least one second steering torque sensor 420 may be connected to the second steering control module 120. The at least one second steering torque sensor 420 may supply steering wheel torque information to the second steering control module 120. The second steering torque sensor 420 may be referred to as a secondary steering torque sensor or a redundant steering torque sensor because it supplies steering wheel torque information to the second steering control module 120.

[0057] The operation of the steering torque sensor module 400 can be controlled and monitored by each of the steering control modules 110 and 120. Each of the steering control modules 110 and 120 can monitor the operating status of the steering torque sensor module 400 and the torque information supplied to the steering wheel, and determine the initiative to control the steering motor 600 based on the monitoring results.

[0058] For example, the second steering control module 120 can monitor the operating status of the first steering control module 110 via the internal communication network 200. Furthermore, the second steering control module 120 can determine the control of the steering motor 600 based on the monitoring results. The second steering control module 120 can monitor the operating status of at least one first steering torque sensor 410 and the steering wheel torque information supplied by monitoring the operating status of the first steering control module 110.

[0059] In one implementation, when it is determined from the monitoring results that the torque information of the steering wheel supplied from at least one first steering torque sensor 410 to the first steering control module 110 is abnormal, the second steering control module 120 can change the control of the steering motor 600 from the first steering control module 110 to the second steering control module 120.

[0060] In other words, when the monitoring results determine that the torque information of the steering wheel supplied from at least one first steering torque sensor 410 to the first steering control module 110 is abnormal, the second steering control module 120 can replace the first steering control module 110 to control the steering motor 600 based on the torque information of the steering wheel received from at least one second steering torque sensor 420.

[0061] In another embodiment, when the monitoring results determine that the torque information of the steering wheel supplied from at least one first steering torque sensor 410 to the first steering control module 110 is normal, the second steering control module 120 can be operated so that the first steering control module 110 continues to maintain the initiative in controlling the steering motor 600.

[0062] In other words, when the monitoring results determine that the torque information of the steering wheel supplied from at least one first steering torque sensor 410 to the first steering control module 110 is normal, the steering motor 600 can be continuously controlled by the first steering control module 110.

[0063] Furthermore, the first steering control module 110 and the second steering control module 120 may include an electronic control unit (ECU), but embodiments of this disclosure are not limited thereto. For example, any type of control device (or system) may be included in the first steering control module 110 and the second steering control module 120, as long as they are electronically controllable devices (or systems).

[0064] Reference Figure 1 The vehicle steering device 1000 according to various aspects of this disclosure may include a steering angle sensor module 500.

[0065] The steering angle sensor module 500 may include a plurality of steering angle sensors. For example, the steering angle sensor module 500 may include at least one first steering angle sensor 510 and at least one second steering angle sensor 520.

[0066] At least one first steering angle sensor 510 and at least one second steering angle sensor 520 can measure the steering angle of the vehicle's steering wheel. At least one first steering angle sensor 510 and at least one second steering angle sensor 520 can generate steering wheel steering angle information based on the measured steering wheel steering angle.

[0067] At least one first steering angle sensor 510 may be connected to the first steering control module 110. The first steering angle sensor 510 may supply steering wheel angle information to the first steering control module 110. The first steering angle sensor 510 may be referred to as the main steering angle sensor because it supplies steering wheel angle information to the first steering control module 110.

[0068] At least one second steering angle sensor 520 may be connected to the second steering control module 120. The at least one second steering angle sensor 520 may supply steering wheel steering angle information to the second steering control module 120. The second steering angle sensor 520 may be referred to as a secondary steering angle sensor or a redundant steering angle sensor because it supplies steering wheel steering angle information to the second steering control module 120.

[0069] The operation of the steering angle sensor module 500 can be controlled and monitored by each of the steering control modules 110 and 120. Each of the steering control modules 110 and 120 can monitor the operating status of the steering angle sensor module 500 and the steering angle information supplied to the steering wheel, and determine the initiative to control the steering motor 600 based on the monitoring results.

[0070] For example, the second steering control module 120 can monitor the operating status of the first steering control module 110 via the internal communication network 200. Furthermore, the second steering control module 120 can determine the control of the steering motor 600 based on the monitoring results. The second steering control module 120 can monitor the operating status of at least one first steering angle sensor 510 and the steering wheel steering angle information supplied by monitoring the operating status of the first steering control module 110.

[0071] In one implementation, when it is determined from the monitoring results that the steering angle information of the steering wheel supplied from at least one first steering angle sensor 510 to the first steering control module 110 is abnormal, the second steering control module 120 can transfer the control of the steering motor 600 from the first steering control module 110 to the second steering control module 120.

[0072] In other words, when the monitoring results determine that the steering angle information of the steering wheel supplied to the first steering control module 110 from at least one first steering angle sensor 510 is abnormal, the second steering control module 120 can replace the first steering control module 110 to control the steering motor 600 based on the steering angle information of the steering wheel received from at least one second steering angle sensor 520.

[0073] In another embodiment, when the steering angle information of the steering wheel supplied from at least one first steering angle sensor 510 to the first steering control module 110 is determined to be normal based on the monitoring results, the second steering control module 120 can be operated so that the first steering control module 110 continues to maintain the initiative in controlling the steering motor 600.

[0074] In other words, when the monitoring results determine that the steering angle information of the steering wheel supplied from at least one first steering angle sensor 510 to the first steering control module 110 is normal, the steering motor 600 can be continuously controlled by the first steering control module 110.

[0075] Reference Figure 1 The vehicle steering device 1000 according to various aspects of this disclosure may include a steering motor 600.

[0076] Steering motor 600 can be connected to each of steering control modules 110 and 120. The operation of steering motor 600 can be controlled by each of steering control modules 110 and 120. The operation of steering motor 600 can be controlled by the first steering control module 110. When the operation of the first steering control module 110 is abnormal, the second steering control module 120 can replace the first steering control module 110 to control the operation of steering motor 600.

[0077] The steering motor 600 may include a single wound motor, but embodiments of this disclosure are not limited thereto. For example, any type of motor may be included in the steering motor 600, as long as they can be controlled by the respective steering control modules.

[0078] Reference Figure 1 The steering equipment 1000 of the vehicle according to various aspects of this disclosure may include an external communication network 700.

[0079] The external communication network 700 may include multiple external communication networks. For example, the external communication network 700 may include a first external communication network 710 and a second external communication network 720.

[0080] A first external communication network 710 can be connected between the first steering control module 110 and the vehicle 2000. The first external communication network 710 can supply vehicle status information supplied from the vehicle 2000 to the first steering control module 110. The first external communication network 710 can be referred to as the main external communication network because it can supply vehicle status information supplied from the vehicle 2000 to the first steering control module 110.

[0081] The second external communication network 720 can be connected between the second steering control module 120 and the vehicle 2000. The second external communication network 720 can supply vehicle status information supplied from the vehicle 2000 to the second steering control module 120. The second external communication network 720 can be referred to as a secondary external communication network or a redundant external communication network because it can supply vehicle status information supplied from the vehicle 2000 to the second steering control module 120.

[0082] The external communication network 700 may include at least one of a wired communication network and a wireless communication network. Specifically, the external communication network 700 may include a Control Local Area Network (CAN), but embodiments of this disclosure are not limited thereto. For example, any type of communication network may be included in the external communication network 700, as long as they can be connected between the respective steering control modules and the vehicle 2000.

[0083] The operation of the external communication network 700 can be controlled and monitored by each of the steering control modules 110 and 120. Each of the steering control modules 110 and 120 can monitor the operating status of the external communication network 700 and the vehicle status information supplied from the vehicle 2000 via the external communication network 700, and determine the initiative to control the steering motor 600 based on the monitoring results.

[0084] For example, the second steering control module 120 can monitor the operating status of the first steering control module 110 via the internal communication network 200. Furthermore, the second steering control module 120 can determine the control of the steering motor 600 based on the monitoring results. The second steering control module 120 can monitor the operating status of the first external communication network 710 and the vehicle status information supplied from the vehicle 2000 via the first external communication network 710 by monitoring the operating status of the first steering control module 110.

[0085] In one implementation, when it is determined from the monitoring results that the vehicle status information supplied from vehicle 2000 via the first external communication network 710 is abnormal, the second steering control module 120 can transfer the control of the steering motor 600 from the first steering control module 110 to the second steering control module 120.

[0086] In other words, when the monitoring results determine that the vehicle status information supplied from vehicle 2000 via the first external communication network 710 is abnormal, the second steering control module 120 can replace the first steering control module 110 to control the steering motor 600 based on the vehicle status information supplied from vehicle 2000 via the second external communication network 720.

[0087] In another embodiment, when the monitoring results determine that the vehicle status information supplied from vehicle 2000 via the first external communication network 710 is normal, the second steering control module 120 can be operated so that the first steering control module 110 continues to maintain control of the steering motor 600.

[0088] In other words, when the monitoring results determine that the vehicle status information supplied from vehicle 2000 via the first external communication network 710 is normal, the second steering control module 120 can be operated, so that the first steering control module 110 can continue to maintain the initiative in controlling the steering motor 600.

[0089] The vehicle's status information may include at least one of the following: vehicle speed information, vehicle torque information, vehicle steering angle information, vehicle yaw angle information, vehicle pedal information, and vehicle engine power information, which can represent the vehicle's status; however, embodiments of this disclosure are not limited thereto. For example, any type of information may be included in the vehicle's status information, as long as it can represent the vehicle's status.

[0090] The vehicle status information may include at least one of the following: ambient light information, rainfall information, and snow accumulation information, which can represent the vehicle's internal and / or external surrounding environment; however, embodiments of this disclosure are not limited thereto. For example, any type of information may be included in the vehicle status information, as long as it can represent the vehicle's internal and / or external surrounding environment.

[0091] Figure 2 These are detailed diagrams of the vehicle steering control equipment according to various aspects of this disclosure.

[0092] Return to reference Figure 2 The steering control device 100 may include, for example: Figure 1The first steering control module 110 and the second steering control module 120 are illustrated in the figure. The first steering control module 110 may include a first sensor part 111, a first communication device 112, a first steering motor power supply 113, a first controller 114 and a first controller monitoring unit 115, a first power converter 116, etc.

[0093] The second steering control module 120 may include a second sensor section 121, a second communication device 122, a second steering motor power supply 123, a second controller 124, a second controller monitoring unit 125, a second power converter 126, etc.

[0094] Because the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller 114, the first controller monitoring unit 115, and the first power converter 116 of the first steering control module 110 can be the same as or substantially the same as the second sensor section 121, the second communication device 122, the second steering motor power supply 123, the second controller 124, the second controller monitoring unit 125, and the second power converter 126 of the second steering control module 120, for the sake of simplicity, only the components of the first steering control module 110 will be discussed below.

[0095] The first sensor section 111 may include a first temperature sensor 111-1, a first current sensor 111-2, and a first motor position sensor 111-3, but embodiments of this disclosure are not limited thereto. For example, the first sensor section 111 may include any type of sensor, as long as they can measure the state of the vehicle's steering equipment.

[0096] The first temperature sensor 111-1 can measure the temperature of the first steering control module 110. The first temperature sensor 111-1 can acquire first temperature information based on the measured temperature of the first steering control module 110. The first temperature sensor 111-1 can be connected to the first controller 114. The first temperature sensor can supply the acquired first temperature information to the first controller 114.

[0097] The first current sensor 111-2 can measure the first auxiliary current between the first steering motor power supply 113 and the steering motor 600. The first current sensor 111-2 can acquire first auxiliary current information based on the measured first auxiliary current. The first current sensor 111-2 can be connected to the first controller 114. The first current sensor 111-2 can supply the acquired first auxiliary current information to the first controller 114.

[0098] The first motor position sensor 111-3 can measure the position of the steering motor 600. Based on the measured position of the steering motor 600, the first motor position sensor 111-3 can acquire first motor position information. The first motor position sensor 111-3 can be connected to the first controller 114. The first motor position sensor 111-3 can supply the acquired first motor position information to the first controller 114.

[0099] The first communication device 112 may include a first internal communication device 112-1, a first external communication device 112-2, etc.

[0100] The first internal communication device 112-1 can be connected to the second internal communication device 122-1 of the second steering control module 120 via the internal communication network 200. That is, the first internal communication device 112-1 and the second internal communication device 122-1 can be connected to each other via the internal communication network 200 and can send and receive information about the first steering control module 110 and the second steering control module 120.

[0101] The first internal communication device 112-1 can be connected to the first controller 114. That is, the first internal communication device 112-1 can supply information received from the second steering control module 120 (e.g., operating status information of the second steering control module 120) via the internal communication network 200 to the first controller 114. In addition, the first internal communication device 112-1 can supply information received from the first controller 114 (e.g., operating status information of the first steering control module 110) via the internal communication network 200 to the second internal communication device 122-1.

[0102] The first external communication device 112-2 can be connected to the vehicle 2000 via the first external communication network 710. That is, the first external communication device 112-2 and the vehicle 2000 can be connected to each other via the first external communication network 710, thus enabling them to send and receive information about the first steering control module 110 and the vehicle. For example, the first external communication device 112-2 can supply information received from the vehicle 2000 via the first external communication network 710 (e.g., vehicle status information) to the first controller 114. Additionally, the first external communication device 112-2 can supply information received from the first controller 114 via the first external communication network 710 (e.g., operating status information of the first steering control module 110) to the vehicle 2000.

[0103] The first internal communication device 112-1 and the first external communication device 112-2 may include at least one of wired and wireless communication terminals. Specifically, the first internal communication device 112-1 and the first external communication device 112-2 may include CAN-based communication terminals; however, embodiments of this disclosure are not limited thereto. For example, the first internal communication device 112-1 and the first external communication device 112-2 may include any type of communication terminal, as long as they enable the steering control modules and the vehicle to connect to each other.

[0104] The first steering motor power supply 113 may include a first gating driver 113-1, a first inverter 113-2, a first phase disconnector (or phase cutoff circuit) ("PCO") 113-3, etc.

[0105] The first gating driver 113-1 can be connected to the first controller 114. The first gating driver 113-1 can receive a first gating signal from the first controller 114. The first gating driver 113-1 can be connected to the first inverter 113-2. The first gating driver 113-1 can supply the first gating signal received from the first controller 114 to the first inverter 113-2.

[0106] The first inverter 113-2 can be connected to the power module 300. A first DC voltage from the power module 300 can be supplied to the first inverter 113-2. The first inverter 113-2 can be connected to the first gating driver 113-1. The first inverter 113-2 can receive a first gating signal from the first gating driver 113-1.

[0107] The first inverter 113-2 is a DC-AC converter and can generate a first auxiliary current by voltage-to-current conversion based on a first gating signal received from the first gating driver 113-1 for a first DC voltage sent from the power module 300.

[0108] The first inverter 113-2 may include a three-phase inverter, but embodiments of this disclosure are not limited thereto. Other types of inverters may be used depending on the type of steering motor and power supply.

[0109] The first PCO 113-3 can be connected to the first inverter 113-2. The first auxiliary current from the first inverter 113-2 can be supplied to the first PCO 113-3.

[0110] The first PCO 113-3 can cause the first auxiliary current supplied from the first inverter 113-2 to flow or not flow through an on-off operation. The first PCO 113-3 can be connected to the steering motor 600. The first PCO 113-3 can cause the first auxiliary current supplied from the first inverter 113-2 to be supplied or not supplied to the steering motor 600.

[0111] A phase cutoff device (PCO) is a component or circuit capable of cutting off a phase and may include at least one of a switch, circuit breaker, isolator, and on-off controller; however, embodiments of this disclosure are not limited thereto. For example, a PCO may include any type of component or circuit, as long as they are capable of cutting off a phase.

[0112] As described above, in the steering equipment of a vehicle according to various aspects of this disclosure, by allowing each inverter to be isolated from each other through each PCO, the redundancy and reliability of the vehicle can be enhanced.

[0113] The first controller 114 can be connected to the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller monitoring unit 115, and the first power converter 116. The first controller 114 can control the operation of the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller monitoring unit 115, and the first power converter 116.

[0114] For example, the first controller 114 may generate a first gating signal based on steering wheel torque information received from at least one first steering torque sensor 410, steering wheel steering angle information received from at least one first steering angle sensor 510, first temperature information, first auxiliary current information, and first motor position information received from the first sensor section 111, and vehicle status information (e.g., vehicle speed information) received from the first communication device 112, and control the first auxiliary current of the first inverter 113-2 by supplying the generated first gating signal to the first gating driver 113-1.

[0115] The first gating signal can be generated based on a preset modulation method. Specifically, the preset modulation method may include at least one of pulse width modulation, optimal voltage modulation, triangular comparison voltage modulation, and space vector voltage modulation; however, the embodiments of this disclosure are not limited thereto. For example, any type of voltage modulation method may be included in the preset modulation method, as long as they can generate a gating signal for controlling the operation of the inverter.

[0116] The first controller 114 may include a first microcontroller unit (MCU) 114-1; however, embodiments of this disclosure are not limited thereto. For example, the first controller 114 may include any type of device (or computer) as long as it can process (or execute and compute) programs.

[0117] The first controller monitoring unit 115 can be connected to the first controller 114. The first controller monitoring unit 115 can monitor the operating status of the first controller 114. For example, the first controller 114 can supply a first watchdog signal to the first controller monitoring unit 115. The first controller monitoring unit 115 can approve or generate a first reset signal based on the first watchdog signal received from the first controller 114.

[0118] The clearing of the first controller monitoring unit 115 can indicate that the first controller 114 is operating normally. The generation of the first reset signal and the supply of the generated first reset signal to the first controller 114 by the first controller can indicate that the first controller 114 is operating abnormally and can be reset by the first reset signal.

[0119] The first monitor signal can be a signal used to allow the first controller monitoring unit 115 to periodically monitor the operation of the first controller 114 (e.g., a signal to prevent the first controller 114 from being reset). In other words, the first monitor signal can be a signal used to indicate that a program currently being executed in the first controller 114 is running.

[0120] The first controller monitoring unit 115 may include a first monitor 115-1; however, embodiments of this disclosure are not limited thereto. For example, the first controller monitoring unit 115 may include any type of device or circuit, as long as they can monitor the operation of the first controller 114. Specifically, the first monitor 115-1 may include a first window monitor with a deadline (that is, a start and end date).

[0121] A first power converter 116 can be connected to a power module 300. A first DC voltage from the power module 300 can be supplied to the first power converter 116. The first power converter 116 can generate at least one first operating voltage by converting the first DC voltage supplied from the power module 300 to another voltage level.

[0122] The first power converter 116 can be connected to the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller 114, and the first controller monitoring unit 115. The first power converter 116 can supply at least one first operating voltage to the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller 114, and the first controller monitoring unit 115.

[0123] The at least one first operating voltage may be one or more voltages used to operate the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller 114, and the first controller monitoring unit 115. Therefore, the at least one first operating voltage may be two or more first operating voltages that can be generated by modifying one or more of the at least one first operating voltage according to the operating voltages of the first sensor section 111, the first communication device 112, the first steering motor power supply 113, the first controller 114, and the first controller monitoring unit 115.

[0124] The first power converter 116 may include a DC-DC converter. The DC-DC converter may include a buck converter; however, embodiments of this disclosure are not limited thereto. For example, any type of converter may be included in the DC-DC converter, as long as they can convert the supplied first DC voltage into at least one first operating voltage with a level lower than the supplied first DC voltage.

[0125] The first power converter 116 may include a first regulator 116-1. The first regulator 116-1 can convert the supplied first DC voltage into at least one first operating voltage with a level lower than the supplied first DC voltage.

[0126] The second steering control module 120 can monitor the operating status of the first steering control module 110 that is currently controlling the steering motor via the internal communication network 200, and based on the monitoring results, when it is determined that the operating status of the first steering control module 110 is abnormal, it controls the steering motor 600 by using at least one of the second sensor part 121, the second communication device 122, the second steering motor power supply 123, the second controller 124, the second controller monitoring unit 125, and the second power converter 126.

[0127] For example, the second steering control module 120 can monitor the operating status of the first steering control module 110 currently controlling the steering motor via the internal communication network 200. Based on the monitoring results, when it is determined that the operating status of the first steering control module 110 is abnormal—that is, if at least one of the first motor position information, first temperature information, and first auxiliary current information from the first sensor section 111, the vehicle status information from the first communication device 112, the first auxiliary current from the first steering motor power supply 113, the first gating signal from the first controller 114, the first monitor signal from the first controller monitoring unit 115, and the first operating voltage from the first power converter 116 is abnormal—it can be achieved by using the first sensor section 111, the first communication device 112, and the first steering motor respectively to execute commands related to these components. The power supply 113, the first controller 114, the first controller monitoring unit 115, and the first power converter 116 have at least one of the following: a second sensor section 121, a second communication device 122, a second steering motor power supply 123, a second controller 124, a second controller monitoring unit 125, and a second power converter 126 (that is, the steering motor 600 is controlled by using at least one of the following: second motor position information, second temperature information, and second auxiliary current information from the second sensor section 121; vehicle status information from the second communication device 122; second auxiliary current from the second steering motor power supply 123; a second gating signal from the second controller 124; a second monitor signal from the second controller monitoring unit 125; and a second operating voltage from the second power converter 126).

[0128] Figure 3 An example is shown of the overall configuration of the power module of a vehicle according to various aspects of this disclosure.

[0129] Reference Figure 3 The power module 300 of the vehicle according to various aspects of this disclosure may include a DC power supply 310, a power path controller 320, etc.

[0130] DC power supply 310 can supply DC voltage. The DC voltage may include a first DC voltage and a second DC voltage. Specifically, the first DC voltage and the second DC voltage may have equal DC voltage levels.

[0131] DC power supply 310 supplies a first DC voltage to the first steering control module 110. Specifically, the first DC voltage can be supplied to the first regulator 116-1 of the first power converter 116 and the first inverter 113-2 of the first steering motor power supply 113.

[0132] DC power supply 310 can supply a second DC voltage to the second steering control module 120. Specifically, the second DC voltage can be supplied to the second regulator 126-1 of the second power converter 126 and the second inverter 123-2 of the second steering motor power supply 123.

[0133] In some embodiments, the power module 300 may further include a power path controller 320. The power path controller 320 may be connected to the DC power supply 310. A DC voltage from the DC power supply 310 may be supplied to the power path controller 320. Specifically, a first DC voltage and a second DC voltage from the DC power supply 310 may be supplied to the power path controller 320.

[0134] The power path controller 320 can control the power path based on a first DC voltage and a second DC voltage supplied from the DC power supply 310. Then, the first DC voltage is supplied to the first steering control module 110 (i.e., the first regulator 116-1 of the first power converter 116 and the first inverter 113-2 of the first steering motor power supply 113), and the second DC voltage is supplied to the second steering control module 120 (i.e., the second regulator 126-1 of the second power converter 126 and the second inverter 123-2 of the second steering motor power supply 123).

[0135] In addition, the second steering control module 120 can monitor the operating status of the first steering control module 110 that is currently controlling the steering motor through the internal communication network 200, and based on the monitoring results, when it is determined that the first DC voltage supplied to the first steering control module 110 by the DC power supply 310 (or the power path controller 320) is abnormal, it controls the steering motor 600 based on the second DC voltage supplied from the DC power supply 310 (or the power path controller 320).

[0136] Figure 4 An example is shown where the steering motor according to various aspects of this disclosure is controlled by either a first steering control module or a second steering control module that adjusts according to the temperature in the vehicle.

[0137] The steering control device 100 may include a first steering control module 110 and a second steering control module 120 for controlling a steering motor. The first steering control module 110 and the second steering control module 120 may include a first temperature sensor 111-1 and a second temperature sensor 121-1 for sensing the internal temperatures of the first steering control module 110 and the second steering control module 120, respectively. The first steering control module 110 may send information related to a first temperature detected by the first temperature sensor 111-1 to the second steering control module 120, and the second steering control module 120 may receive the first temperature information and send information related to a second temperature detected by the second temperature sensor 121-1 to the first steering control module 110.

[0138] In other words, the first temperature sensor 111-1 can detect the temperature inside the first steering control module 110 and send first temperature information, which is information about the detected temperature, to the first steering control module 110. The second temperature sensor 121-1 can detect the temperature inside the second steering control module 120 and send second temperature information, which is information about the detected temperature, to the second steering control module 120. When the first steering control module 110 and the second steering control module 120 send and receive data, they can share the received first and second temperature information. Such data transmission and reception can be performed via the internal communication network 200.

[0139] Since the first steering control module 110 and the second steering control module 120 switch based on the first temperature information and the second temperature information, either the first steering control module 110 or the second steering control module 120 can control the steering motor 600. Specifically, the first steering control module 110 and the second steering control module 120 are configured in a system for providing redundancy, wherein the corresponding states of the first steering control module 110 and the second steering control module 120 can be switched to allow the corresponding roles of the first steering control module 110 and the second steering control module 120 to be switched when needed (such as in cases where problems are predicted in maintaining the performance of the steering equipment and preventing damage to the steering equipment based on the internal temperatures of the first steering control module 110 and the second steering control module 120). More specifically, when the first temperature information reaches a first reference value as a predetermined temperature, the first steering control module 110 can be controlled to switch to a drive standby state. In this case, the second steering control module 120, which is in the drive standby state, can switch to a normal drive state for controlling the steering motor 600. The drive standby state and the normal drive state can be defined as slave mode (or slave state) and master mode (or master state), respectively. This transition process can be substantially or nearly identical to another transition process in the drive standby state when either the first steering control module 110 or the second steering control module 120 is malfunctioning.

[0140] Figure 5 The internal temperature of the steering motor 600 is illustrated in the case where it is controlled by either the first steering control module 110 or the second steering control module 120 in the vehicle, according to various aspects of this disclosure. Figure 6 Examples of the internal temperatures according to various aspects of this disclosure are provided in cases where the first steering control module 110 and the second steering control module 120 switch the control of the steering motor 600 based on their internal temperatures within the vehicle.

[0141] Reference Figure 5 As can be seen, the internal temperature of one of the first steering control module 110 and the second steering control module 120 increases according to the control of the steering wheel. If only one steering control module is used to control the steering motor 600, it can be seen that the steering motor 600 can be operated up to approximately 21 revolutions. Here, one revolution can mean moving from the clockwise limit of the steering wheel to the counterclockwise limit. This movement can be defined as a lock-to-lock roundtrip.

[0142] If either the first steering control module 110 or the second steering control module 120 continuously controls the steering motor 600, the temperature inside one of the steering control modules will rise because current is allowed to continuously flow through the steering motor 600. In this case, the temperature of the power unit, including the steering control device 100 and the steering motor 600, can reach its limit temperature, which may cause damage or poor performance. To prevent this, overheat protection logic can be applied before the power unit's limit temperature is reached, thereby making the associated steering wheel heavier, allowing the driver to detect the abnormality.

[0143] Therefore, if the internal temperature of the steering control module continues to rise, the performance of the steering equipment will deteriorate, and it may even be damaged.

[0144] Reference Figure 6 To reduce the temperature rise as described above, when the internal temperature of either the first steering control module 110 or the second steering control module 120 that controls the steering motor 600 rises and reaches a first reference value, one steering control module can switch from a normal drive state to a drive standby state, while the other steering control module can control the steering motor 600. For example, when the first temperature information is equal to or greater than the first reference value while the first steering control module 110 controls the steering motor 600, the second steering control module 120 can switch to a normal drive state and control the steering motor 600. Furthermore, when the second temperature information is equal to or greater than the first reference value while the second steering control module 120 controls the steering motor 600, the first steering control module 110 can switch to a normal drive state and control the steering motor 600. If either the first steering control module 110 or the second steering control module 120 switches to a normal drive state and controls the steering motor 600, this operation can be performed for up to approximately 28 revolutions.

[0145] As described above, in the vehicle steering control device 100 according to various aspects of this disclosure, since the steering control module can switch between a normal driving state and a driving standby state based on its internal temperature, overheating of the power unit can be prevented and its durability can be improved, which leads to a further increase in the number of controls to be executed.

[0146] In one embodiment, when the second steering control module 120 controls the steering motor 600, if the second temperature information is equal to or greater than the first reference value and the first temperature information is equal to or greater than the first reference value, and if the second temperature information is less than the first temperature information, the second steering control module 120 can maintain control of the steering motor 600. Specifically, when the first steering control module 110 and the second steering control module 120 continuously control the steering motor 600 based on the driver's wheel braking, the corresponding internal temperatures in the first steering control module 110 and the second steering control module 120 will rise one after another. As a result, the corresponding switching process will repeat, eventually causing both the first temperature information and the second temperature information to become equal to or greater than the first reference value. In this case, the second steering control module 120 can maintain control of the steering motor 600 instead of allowing control of the steering motor 600 to switch to the first steering control module 110. Therefore, the steering control device 100 can reduce the frequent switching of the steering control module that may occur as the internal temperature rises.

[0147] Figure 7 An example is given of how the internal temperature of the steering control module according to various aspects of this disclosure rises depending on the position of the bracket in the vehicle.

[0148] Reference Figure 7 The amount of current flowing through the steering motor 600 can increase depending on the position of the steering wheel. Furthermore, since the position of the bracket also moves to correspond to the position of the steering wheel, essentially, when the steering wheel reaches its clockwise (CW) or counter-clockwise (CCW) limit, the bracket can also be positioned at the end of the corresponding bracket rod. Therefore, due to the increased current flowing through the steering motor 600, the internal temperature of the associated steering control module (e.g., the first steering control module 110) controlling the steering motor 600 rises rapidly.

[0149] Therefore, since a rapid rise in the internal temperature of the first steering control module can be predicted, to prevent this situation, if the first temperature information is greater than or equal to the second reference value, and the bracket position is maintained at the end of the bracket rod for a predetermined time, then when the first steering control module 110 controls the steering motor 600, the second steering control module 120 can control the steering motor 600 by switching to the master state (or normal drive state). In other words, the second steering control module 120 can control the steering motor 600 by switching from the slave state (or drive standby state) to the master state (or normal drive state).

[0150] In one implementation, if the first temperature information is equal to or greater than the second reference value, and the bracket position reciprocates from one end to the other a predetermined number of times, then when the first steering control module 110 controls the steering motor 600, the second steering control module 120 can switch to the primary state to control the steering motor 600. When the steering wheel repeatedly performs lock-to-lock movements, the current flowing through the steering motor 600 increases, making it predictable that the first temperature information will rise rapidly. Therefore, to control the steering motor over a longer period, the second control module can switch to control the steering motor 600.

[0151] In one implementation, the first reference value can be set differently depending on the vehicle model and the situation and purpose. For example, if it is predicted that the future driving lane will continuously travel in a curved state requiring significant braking, the first reference value can be changed to a lower value. In another implementation, in the case of freight road vehicles, a high-intensity current is used to move the support; therefore, the corresponding reference value can be set to a value lower than the first reference value. Furthermore, a second reference value can be set to a value lower than the first reference value, and if the difference between the second and first reference values ​​is within a critical value, only the second reference value can be applied.

[0152] Computer systems (not shown), such as steering control device 100, may include at least one or more processors, memory, storage devices, user interfaces for input, and user interfaces for output that communicate with each other via a bus. The computer system may also include a network interface for accessing a network. The processor may be a CPU or a semiconductor element or device capable of executing processing instructions stored in memory and / or storage devices. Memory and storage devices may include various types of volatile / non-volatile storage media. For example, storage devices may include ROM and RAM.

[0153] The following describes a steering control method using a steering control device 100 capable of performing all the embodiments and examples described herein.

[0154] Figure 8 This is a flowchart illustrating various aspects of steering control methods according to this disclosure.

[0155] Reference Figure 8The steering control method according to various aspects of this disclosure may include detecting the corresponding internal temperatures of the first steering control module 110 and the second steering control module 120 in step S810, thereby allowing the first steering control module 110 to send information related to a first temperature (i.e., the internal temperature of the first steering control module 110) to the second steering control module 120 and receive information related to a second temperature (i.e., the internal temperature of the second steering control module 120) from the second steering control module 120; and in step S820, the second steering control module 120 to send the second temperature information to the first steering control module 110 and receive the first temperature information from the first steering control module 110; and in step S830, allowing the first steering control module 110 or the second steering control module 120 to switch to a master state based on the first temperature information and the second temperature information, and control the steering motor.

[0156] In step S830, when the first temperature information is equal to or greater than the first reference value when the first steering control module 110 controls the steering motor 600, the second steering control module 120 can switch to the main state and control the steering motor 600.

[0157] In step S830, when the second steering control module 120 controls the steering motor 600, if the second temperature information is equal to or greater than the first reference value and the first temperature information is equal to or greater than the first reference value, and if the second temperature information is less than the first temperature information, then the second steering control module 120 can maintain control over the steering motor 600.

[0158] In step S830, if the first temperature information is equal to or greater than the second reference value, and the position of the bracket reciprocates from one end to the other a predetermined number of times, then when the first steering control module 110 controls the steering motor 600, the second steering control module 120 can switch to the main state and control the steering motor 600.

[0159] Figure 9 This is a detailed diagram of step S830 in the steering control method according to various aspects of this disclosure.

[0160] Reference Figure 9 In step S910, the second steering control module 120 can determine whether the first temperature information is equal to or greater than the second reference value while the first steering control module 110 is controlling the steering motor 600. The second steering control module 120 can receive the first temperature information, including the internal temperature of the first steering control module 110, from the first steering control module 110. Based on this, the second steering control module 120 can determine whether the first temperature information is equal to or greater than the preset second reference value.

[0161] If the first temperature information is equal to or greater than the second reference value ("Yes" in S910), then in step S920, the second steering control module 120 can determine whether the position of the bracket has been maintained at the end of the bracket rod for a predetermined time. The second steering control module 120 can receive information about the bracket position from a bracket position sensor (not shown) that detects the bracket position.

[0162] If the position of the bracket is not maintained at the end of the bracket rod for a predetermined time ("No" in S920), then in step S930, the second steering control module 120 can determine whether the first temperature information is equal to or greater than the first reference value.

[0163] If the bracket is held at the end of the bracket rod for a predetermined time ("Yes" in S920), or if the first temperature information is equal to or greater than the first reference value ("Yes" in S930), then in step S940, the second steering control module 120 can switch to the master state to control the steering motor 600.

[0164] As described above, according to embodiments of the present disclosure, the steering control device and method allow the first steering control module 110 and the second steering control module 120 to switch according to their internal temperature and alternately control the steering motor, thereby improving the stability of the power unit and the control limits of the steering motor.

[0165] Furthermore, according to embodiments of this disclosure, even when the first steering control module 110 is not faulty, the control of the first steering control module 110 can be transferred to the second steering control module 120. As a result, the safety of vehicles equipped with the embodiments and examples described herein can be enhanced more efficiently by using the first steering control module 110 and the second steering control module 120.

[0166] The above description has been prepared to enable any person skilled in the art to form and use the technical concepts of this disclosure, and has been provided in the context of specific applications and their requirements. Various modifications, additions, and substitutions to the described embodiments will readily be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this disclosure. The above description and accompanying drawings provide examples of the technical concepts of this disclosure for illustrative purposes only. That is, the disclosed embodiments are intended to illustrate the scope of the technical concepts of this disclosure. Therefore, the scope of this disclosure is not limited to the illustrated embodiments, but is endowed with the widest scope consistent with the claims. The scope of protection of this disclosure should be understood based on the appended claims, and all technical concepts within their equivalent scope should be interpreted as being included within the scope of this disclosure.

[0167] Cross-references to related applications

[0168] This application claims priority to Korean Patent Application No. 10-2020-0114469, filed on September 8, 2020, with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference.

Claims

1. A steering control device, the steering control device comprising: A first steering control module and a second steering control module, both capable of controlling the steering motor. The first steering control module and the second steering control module each include a first temperature sensor for detecting the internal temperature of the first steering control module and a second temperature sensor for detecting the internal temperature of the second steering control module. Specifically, the first steering control module sends information related to a first temperature from the first temperature sensor to the second steering control module, and the second steering control module receives the information related to the first temperature and sends information related to a second temperature from the second temperature sensor to the first steering control module. The first steering control module and the second steering control module convert information based on the first temperature and information related to the second temperature, and the first steering control module or the second steering control module controls the steering motor. Specifically, when the first steering control module controls the steering motor, if the first temperature information is greater than or equal to the second reference value and the position of the bracket is maintained at the end of the bracket rod for a predetermined time, the second steering control module switches to the main state and controls the steering motor.

2. The steering control device according to claim 1, wherein, When the first steering control module controls the steering motor, if the first temperature information is greater than or equal to the first reference value, the second steering control module switches to the main state and controls the steering motor.

3. The steering control device according to claim 1, wherein, When the second steering control module controls the steering motor, the second steering control module maintains control over the steering motor when the second temperature information is greater than or equal to the first reference value and the first temperature information is greater than or equal to the first reference value, and when the second temperature information is less than the first temperature information.

4. The steering control device according to claim 1, wherein, When the first steering control module controls the steering motor, when the first temperature information is greater than or equal to the second reference value and the position of the bracket reciprocates from one end to the other a predetermined number of times, the second steering control module switches to the main state and controls the steering motor.

5. A steering control method, the steering control method comprising the following steps: An internal temperature detection step is used to detect the corresponding internal temperatures of the first steering control module and the second steering control module. The data transmission and reception steps allow the first steering control module and the second steering control module to transmit and receive information related to a first temperature and information related to a second temperature, wherein the first temperature is the internal temperature of the first steering control module and the second temperature is the internal temperature of the second steering control module. as well as The conversion step allows either the first steering control module or the second steering control module to control the steering motor through a conversion based on information related to the first temperature and information related to the second temperature, and In the conversion step, when the first steering control module controls the steering motor, when the first temperature information is greater than or equal to the second reference value and the position of the bracket reciprocates from one end to the other a predetermined number of times, the second steering control module switches to the main state and controls the steering motor.

6. The method according to claim 5, wherein, In the switching step, when the first steering control module controls the steering motor, if the first temperature information is greater than or equal to the first reference value, the second steering control module switches to the master state and controls the steering motor.

7. The method according to claim 5, wherein, In the conversion step, when the second steering control module controls the steering motor, when the second temperature information is greater than or equal to the first reference value and the first temperature information is greater than or equal to the first reference value, and when the second temperature information is less than the first temperature information, the second steering control module maintains control over the steering motor.

8. The method according to claim 5, wherein, In the switching step, when the first steering control module controls the steering motor, when the first temperature information is greater than or equal to the second reference value and the position of the bracket is maintained at the end of the bracket rod for a predetermined time, the second steering control module switches to the main state and controls the steering motor.

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