Dual-winding motor steer-by-wire actuator, system, and angle detection method

Abstract

The application relates to the technical field of intelligent automobiles, in particular to a double-winding motor steer-by-wire steering actuator, a system and an angle detection method, wherein the steering actuator comprises a connecting mechanism, a steering mechanism for transmitting a steering torque to the connecting mechanism to drive a wheel to steer, wherein no detection component is arranged on the steering mechanism, the detection component is used for detecting a steering angle of the vehicle, a speed reduction mechanism for transmitting the steering torque to the steering mechanism, and a double-winding motor for outputting the steering torque, wherein the steering mechanism comprises a first angle sensor and a second angle sensor, and the steering angle of the vehicle is calculated according to the rotor angle detected by the first angle sensor and / or the second angle sensor. Thus, the problems in the prior art that the steering actuator of the steer-by-wire system occupies a large space, has a large volume and a high cost, has a low fault tolerance rate, and cannot be processed according to the fault type after the steering angle fails, so that the vehicle driving safety cannot be ensured are solved.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle technology, and in particular to a dual-winding motor steer-by-wire actuator, system, and angle detection method. Background Technology

[0002] With the development of in-vehicle intelligent systems, steer-by-wire technology has received increasing attention. Steer-by-wire eliminates the mechanical connection between the steering wheel and the steering gear, relying entirely on an electric motor as the actuator for steering. It offers numerous advantages. Steer-by-wire can significantly save space in the front compartment of a vehicle. In manned driving scenarios, it allows for arbitrary angular transmission ratios between the steering wheel and the front wheels. In autonomous driving scenarios, it can eliminate the steering wheel and other mechanisms altogether, greatly improving vehicle weight reduction and comfort. However, eliminating mechanical structures such as the intermediate shaft may introduce some risks. When the steering system malfunctions, the driver's direct control of steering through mechanical mechanisms is lost, which does not meet the "fail-safety" requirement defined in the ISO 26262 functional safety standard. Furthermore, the ISO 21448 expected functional safety standard places even higher demands on steering systems in autonomous driving and high-level driver assistance scenarios, namely, the "fail-operational" characteristic. All of these require that steer-by-wire design take into account fault tolerance methods. Among them, the vehicle steering angle is the direct control target, so the fault tolerance of the steering angle sensor in steer-by-wire is one of the key issues.

[0003] There has been some systematic discussion and exploration of the fault tolerance and safety performance of steer-by-wire technology. One approach retains the intermediate shaft of the steering mechanism and uses a clutch to control the direct connection between the steering wheel and the steering gear. This approach preserves the mechanical connection and meets functional safety requirements, but it occupies more space and weighs more than traditional steering systems. Another approach achieves redundancy and fault tolerance by adding actuators, such as dual-motor, triple-motor, single-motor redundant winding, and hydraulic-electric hybrid approaches. This type of approach mainly achieves functional safety by increasing the number of backup steering actuators, but all of them use the steering angle sensor at the steering gear end without simplifying the design of the steering angle sensor and motor angle sensor. In particular, eliminating the intermediate shaft would simplify the structure of the steering gear, thereby reducing its size, weight, and cost. Summary of the Invention

[0004] This application provides a dual-winding motor steer-by-wire actuator, system, and angle detection method to solve the problems in related technologies, such as the large space occupation, large size, high cost, low fault tolerance of the steer-by-wire system's steering actuator, and the inability to handle the fault type after a failure occurs at the turning angle, thus failing to guarantee vehicle driving safety.

[0005] A first aspect of this application provides a dual-winding motor steer-by-wire actuator, comprising: a connecting mechanism; a steering mechanism for transmitting steering torque to the connecting mechanism to drive the wheels to steer, wherein the steering mechanism has no detection component, the detection component being used to detect the vehicle's steering angle; a reduction mechanism for transmitting the steering torque to the steering mechanism; and a dual-winding motor for outputting the steering torque, wherein the dual-winding motor includes a first angle sensor and a second angle sensor, and the vehicle's steering angle is calculated based on the rotor angle detected by the first angle sensor and / or the second angle sensor.

[0006] A second aspect of this application provides a steer-by-wire system, including a dual-winding motor steer-by-wire actuator as described above.

[0007] A third aspect of this application provides a vehicle including the above-described steer-by-wire system.

[0008] The fourth aspect of this application provides an angle detection method for a dual-winding motor steer-by-wire actuator. The method is applied to the dual-winding motor steer-by-wire actuator described above and includes the following steps: acquiring the rotor angle detected by a first angle sensor and a second angle sensor; determining the steering angle of the vehicle based on the difference in rotor angles between adjacent detection cycles, wherein if the difference is less than a first preset threshold, it is determined that the vehicle has turned one revolution in the forward direction; if the difference is greater than a second preset threshold, it is determined that the vehicle has turned one revolution in the reverse direction, wherein the second preset threshold is greater than the first preset threshold.

[0009] Optionally, before determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles, the method further includes: estimating a first estimated value of the vehicle's steering angle based on data from the on-board wheel speed and the inertial measurement unit; estimating a second estimated value of the vehicle's steering angle based on the phase current and voltage of the dual-winding motor and the transmission ratio from the steering motor to the front wheels; calculating the absolute deviation of any two combinations of the rotor angle detected by the first angle sensor, the rotor angle detected by the second angle sensor, the first estimated value, and the second estimated value; determining the sensor's fault type based on the cumulative sum of the absolute deviations; if the fault type is a fault-free type, determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles; if the fault type is a first fault type, calculating the vehicle's steering angle based on the rotor angle of the fault-free sensor; and if the fault type is a second fault type, calculating the vehicle's steering angle based on the first estimated value and the second estimated value.

[0010] Optionally, determining the sensor fault type based on the cumulative sum of the absolute deviations includes: if the cumulative sum of deviations is a first preset value, then determining the fault type as a fault-free type; if the cumulative sum of deviations is a second preset value or a third preset value, then determining the fault type as a first fault type, wherein if the cumulative sum of deviations is the second preset value, the first angle sensor is determined to be faulty; if the cumulative sum of deviations is the third preset value, the second angle sensor is determined to be faulty; if the cumulative sum of deviations is a fourth preset value, then determining the fault type as the second fault type, where both the first angle sensor and the second angle sensor are faulty.

[0011] Optionally, calculating the vehicle's steering angle based on the rotor angle of the fault-free sensor includes: performing a redundancy check between the rotor angle of the fault-free sensor and the first and second estimated values, and after the check passes, determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles.

[0012] Optionally, when the fault type is the second fault type, the method further includes: controlling the vehicle to perform a deceleration action and / or an alarm action.

[0013] A fifth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the angle detection method for a dual-winding motor steer actuator as described in the above embodiments.

[0014] Therefore, this application has at least the following beneficial effects:

[0015] This application's embodiments, while ensuring accurate and backup angle signals, eliminate the angle sensor and some mechanical mechanisms at the steering gear end. Compared with traditional drive-by-wire systems, this effectively reduces system cost, size, and weight. By using a gated loop-based encoder-decoder neural network to estimate the vehicle's steering angle, costs are reduced, adaptability is good, and estimation accuracy is higher. The rotor position of the redundant winding motor is estimated using phase current and voltage, adding a redundant reference to the steering angle signal without increasing hardware costs. This results in less external interference, faster response, and higher accuracy. By fusing four angle signals—including output values ​​from two physical sensors and two software observations—and comparing them pairwise to obtain six diagnostic reference data, an anomaly is determined using a deviation accumulation algorithm. This effectively avoids missed and false alarms, improving diagnostic sensitivity and anti-interference capabilities. Control strategies can be provided for different angle fault types, ensuring vehicle safety during normal operation and in the event of a fault.

[0016] This solves the technical problems in related technologies, such as the large space, large size, high cost, low fault tolerance of the steering actuator in the drive-by-wire system, and the inability to handle the fault according to the fault type after a failure occurs at the corner, thus failing to guarantee vehicle driving safety.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0019] Figure 1 This is a block diagram of a dual-winding motor drive-by-wire actuator provided according to an embodiment of this application;

[0020] Figure 2 This is a structural diagram of a traditional steering actuator;

[0021] Figure 3 This is a structural diagram of a dual-winding motor drive-by-wire actuator provided according to an embodiment of this application;

[0022] Figure 4 This is a flowchart of an angle detection method for a dual-winding motor drive-by-wire steering actuator provided according to an embodiment of this application;

[0023] Figure 5 This is a flowchart of an angle detection method for a dual-winding motor steer-by-wire actuator according to an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0025] The following description, with reference to the accompanying drawings, describes an embodiment of the dual-winding motor steer-by-wire actuator, system, and angle detection method of this application. Addressing the current solutions for fault tolerance and safety in steer-by-wire systems mentioned in the background, which use a clutch to control the direct connection between the steering wheel and the steering gear, this approach suffers from drawbacks such as increased space and weight compared to traditional steering systems, or the need to increase the number of backup steering actuators for functional safety without simplifying the design of the angle sensor and motor angle sensor. This application provides a dual-winding motor steer-by-wire actuator that eliminates the need for angle sensors (or linear displacement sensors) and rack and pinion mechanisms on the steering gear. It utilizes a rotor displacement sensor from a permanent magnet synchronous motor to measure the steering angle and incorporates a rotation count recording scheme to accurately calculate the vehicle's true steering angle, thus reducing system cost and actuator space requirements. This solves the problems of large space, large size, high cost, low fault tolerance, and the inability to address steering angle faults based on their type, ultimately compromising vehicle safety in related technologies.

[0026] Specifically, Figure 1 This is a block diagram of a dual-winding motor wire-controlled steering actuator provided in an embodiment of this application.

[0027] like Figure 1 As shown, the dual-winding motor steer-by-wire actuator 10 includes: a connecting mechanism 11, a steering mechanism 12, a reduction mechanism 13, and a dual-winding motor 14.

[0028] The steering mechanism 12 is used to transmit steering torque to the connecting mechanism 11 to drive the wheels to turn. The steering mechanism has no detection component, which is used to detect the vehicle's steering angle. The deceleration mechanism 13 is used to transmit steering torque to the steering mechanism. The dual-winding motor 14 is used to output steering torque. The dual-winding motor includes a first angle sensor and a second angle sensor. The vehicle's steering angle is calculated based on the rotor angle detected by the first angle sensor and / or the second angle sensor.

[0029] The detection components in the steering mechanism can be a rotation angle sensor and a rack and pinion mechanism, or a linear displacement sensor and a rack and pinion mechanism; the first angle sensor and the second angle sensor can be rotor angle sensors; the dual-winding motor can be a permanent magnet synchronous motor.

[0030] It is understood that in this embodiment, the steering mechanism is used to transmit steering torque to the connecting mechanism to drive the wheels to turn. However, the steering mechanism does not have a detection component, eliminating the traditional steering mechanism's angle sensor and rack and pinion mechanism or linear displacement sensor and rack and pinion mechanism. Only the rotor displacement sensor in the permanent magnet synchronous motor is used to measure the steering angle. The dual-winding motor 14 is used to output steering torque and includes two angle sensors. The vehicle's steering angle can be calculated using the rotor angle detected by the angle sensors. The specific method for calculating the vehicle's steering angle is described in detail in the following embodiments and will not be repeated here.

[0031] Specifically, traditional steering actuators include an angle sensor and a rack and pinion mechanism, or a linear displacement sensor and the rack and pinion mechanism. Traditional steering actuators including an angle sensor and a rack and pinion mechanism, such as... Figure 2 As shown, the dual-winding motor-driven steering actuator of this application does not have an angle sensor, such as... Figure 3 As shown.

[0032] It should be noted that in steer-by-wire systems that meet functional safety objectives, the permanent magnet synchronous motors used are equipped with ASIL-D (Automotive Safety Integrity Level D) angle sensors. This angle can be converted into the wheel steering angle. Therefore, any steer-by-wire system with dual or more backup actuators can theoretically eliminate the angle or displacement sensors on the steering gear.

[0033] According to the embodiments of this application, the dual-winding motor steer-by-wire actuator eliminates the angle sensor and some mechanical mechanisms at the steering gear end while ensuring accurate and backup angle signals. Compared with traditional steer-by-wire systems, this effectively reduces system costs, while also reducing size and weight.

[0034] This application also proposes a steer-by-wire system, including the dual-winding motor steer-by-wire actuator described above.

[0035] This application also proposes a vehicle including the above-described steer-by-wire system.

[0036] Figure 4 This application also provides a flowchart of an angle detection method for a dual-winding motor steer-by-wire actuator, applied to the dual-winding motor steer-by-wire actuator described above. The method includes the following steps:

[0037] In step S101, the rotor angle detected by the first angle sensor and the second angle sensor is obtained.

[0038] The first angle sensor and the second angle sensor can both be rotor displacement sensors in a permanent magnet synchronous motor.

[0039] It is understood that the embodiments of this application can obtain in real time the rotor angles detected by the two rotor angle sensors in the dual-winding motor of the dual-winding motor steer-by-wire actuator, namely the rotor angle A1 detected by the first angle sensor and the rotor angle A2 detected by the second angle sensor.

[0040] In step S102, the vehicle's steering angle is determined based on the difference in rotor angle between adjacent detection cycles. If the difference is less than a first preset threshold, it is determined that the vehicle has turned one revolution in the forward direction. If the difference is greater than a second preset threshold, it is determined that the vehicle has turned one revolution in the reverse direction. The second preset threshold is greater than the first preset threshold.

[0041] The first preset threshold can be set to -180°, the second preset threshold can be set to 180°, and the second preset threshold is greater than the first preset threshold.

[0042] It is understood that, in the embodiments of this application, when the online steering system is running, the rotor angle is subtracted from the angle value of the previous detection cycle. If the difference is less than a first preset threshold, it is considered that the rotor has turned one revolution in the forward direction. If the difference is greater than 180°, it is considered that the rotor has turned one revolution in the reverse direction.

[0043] It should be noted that in the embodiments of this application, when the online steering system stops running, the number of revolutions is recorded in a non-volatile storage area, while the power supply to the sensor chip is retained, so that the electronic devices related to the steering angle signal can maintain extremely low power operation and record changes in the number of revolutions of the steering motor that may be caused by external impacts.

[0044] In this embodiment, before determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles, the method further includes: estimating a first estimated value of the vehicle's steering angle based on the on-board wheel speed and data detected by the inertial measurement unit; estimating a second estimated value of the vehicle's steering angle based on the phase current and voltage of the dual-winding motor and the transmission ratio from the steering motor to the front wheels; calculating the absolute deviation of any two combinations of the rotor angle detected by the first angle sensor, the rotor angle detected by the second angle sensor, the first estimated value, and the second estimated value; determining the sensor's fault type based on the cumulative sum of the absolute deviations; if the fault type is a fault-free type, determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles; if the fault type is a first fault type, calculating the vehicle's steering angle based on the rotor angle of the fault-free sensor; and if the fault type is a second fault type, calculating the vehicle's steering angle based on the first estimated value and the second estimated value.

[0045] Specifically, in this embodiment of the application, before determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles, the steps required to calculate the vehicle's steering angle are as follows:

[0046] (1) Based on data from sensors such as onboard wheel speed and inertial measurement unit (IMU), a gated recurrent cyclic (GRU) encoder-decoder neural network is trained to estimate the vehicle steering angle δ during vehicle operation. es ;

[0047] (2) Based on the phase current and voltage collected from the dual-winding motor, the estimated value A of the motor rotor angle can be obtained using these signals. es It should be noted that the high-frequency injection method is used at low speeds and the back EMF estimation method is used at medium and high speeds. These angle estimation schemes directly use the signals collected by the traditional permanent magnet synchronous motor controller, without any additional hardware or cost.

[0048] (3) Calculate the absolute deviation of the above signals: D1=|A1-A2|, D2=|A1-A2| es |,D3=|A1-δ es *i, D4 = A2 - Aes, D5 = A2 - δes*i, D6 = Aes - δes*i, where i is the transmission ratio from the steering motor to the front wheels. The CUSUM test algorithm is used to detect whether the absolute deviations reach an abnormal threshold, with 0 representing normal and 1 representing abnormal. Considering the accuracy of the sensor and algorithm estimates, D6 has the highest threshold, followed by D3 and D5, then D2 and D4, and D1 has the lowest.

[0049] (3) Determine the sensor fault type based on the cumulative sum of absolute deviations. If the fault type is no fault, the system operates normally. Determine the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles. If the fault type is the first fault type, calculate the vehicle's steering angle based on the rotor angle of the fault-free sensor. If the fault type is the second fault type, the system enters the degradation processing stage and uses A. es δ es *i serves as a steering angle reference value, and the vehicle's steering angle is calculated based on the first and second estimated values.

[0050] It is understood that the embodiments of this application can provide different control strategies for different fault types, thereby ensuring the safety of the vehicle in normal operation and when a fault occurs.

[0051] In this embodiment, determining the sensor fault type based on the cumulative sum of absolute deviations includes: if the cumulative sum of deviations is a first preset value, the fault type is determined to be a fault-free type; if the cumulative sum of deviations is a second preset value or a third preset value, the fault type is determined to be a first fault type, wherein if the cumulative sum of deviations is a second preset value, the first angle sensor is determined to be faulty; if the cumulative sum of deviations is a third preset value, the second angle sensor is determined to be faulty; if the cumulative sum of deviations is a fourth preset value, the fault type is determined to be a second fault type where both the first and second angle sensors are faulty.

[0052] The first, second, and third preset values ​​can be set according to specific circumstances.

[0053] It is understood that the embodiments of this application can determine the fault type of the sensor based on the cumulative sum of the absolute deviations, thereby classifying the sensor faults. The cumulative sum of the absolute deviations can be substituted into the fault classification table to obtain the fault classification result, where fault result 1 indicates a fault of the first angle sensor, 2 indicates a fault of the second angle sensor, and 3 indicates a fault of both sensors simultaneously.

[0054] Table 1

[0055]

[0056]

[0057] In this embodiment of the application, calculating the vehicle's steering angle based on the rotor angle of the fault-free sensor includes: performing a redundancy check between the rotor angle of the fault-free sensor and a first estimated value and a second estimated value, and after the check passes, determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles.

[0058] It is understood that, in the embodiments of this application, when the fault type is the first fault type, the fault-free sensor signal A1 or A2 is used in conjunction with the angle estimate A. es δ es *i performs redundancy verification, and after the verification passes, the vehicle's steering angle is determined based on the difference in rotor angle between adjacent detection cycles.

[0059] In this embodiment of the application, when the fault type is the second fault type, it further includes: controlling the vehicle to perform a deceleration action and / or an alarm action.

[0060] It should be noted that when the fault type is determined to be the second fault in this embodiment of the application, since the accuracy of the algorithm's estimated value is not as good as that of the hardware sensor, the vehicle speed is reduced and an alarm is issued while ensuring the vehicle's basic steering ability.

[0061] In summary, this application presents a method for diagnosing corner faults by combining hardware signals with algorithmic estimates. Figure 5 As shown, the details are as follows:

[0062] (1) The redundant winding permanent magnet synchronous motor contains two rotor angle sensors to read their signals A1 and A2 in real time.

[0063] (2) Collect data from sensors such as onboard wheel speed and inertial measurement unit (IMU), and train an encoder-decoder neural network based on gated recurrent RU to estimate the vehicle steering angle δ during vehicle operation. es .

[0064] (3) In the control of permanent magnet synchronous motors, phase current and voltage are collected. These signals can be used to obtain an estimated value A of the motor rotor angle. es Specifically, a high-frequency injection method is used at low speeds, while a back-EMF estimation method is used at medium to high speeds. These angle estimation schemes directly use signals acquired by traditional permanent magnet synchronous motor controllers, requiring no additional hardware or cost.

[0065] (4) Calculate the absolute deviation of the above signals, D1=|A1-A2|, D2=|A1-A2|. es |,D3=|A1-δ es *i, D4 = A2 - Aes, D5 = A2 - δes*i, D6 = Aes - δes*i, where i is the transmission ratio from the steering motor to the front wheels. The CUSUM test algorithm is used to detect whether the absolute deviations reach the abnormal thresholds, with 0 representing normal and 1 representing abnormal. Considering the accuracy of the sensor and algorithm estimates, D6 has the highest threshold, followed by D3 and D5, then D2 and D4, and D1 has the lowest. The threshold detection results are then substituted into the fault classification table in Table 1 to obtain the fault classification results. Fault result 1 indicates sensor 1 is faulty, 2 indicates sensor 2 is faulty, and 3 indicates both sensors are faulty simultaneously.

[0066] (5) Adopt corresponding control strategies according to the fault type. When there is no fault, the system operates normally, and the two windings of the dual redundant motor each bear 50% of the power; when fault 1 or 2 is detected, a fault prompt message is issued, the faulty sensor signal is disabled, and then the fault-free sensor signal A1 (when sensor 2 is faulty) or A2 (when sensor 1 is faulty) is used in conjunction with the angle estimate A. es δ es *i performs redundancy checks. When fault 3 is detected, the system enters the degradation processing phase, using A. es δ es*i serves as the steering angle reference value. Since the accuracy of the algorithm's estimation is not as good as that of the hardware sensor, the vehicle speed is reduced and a warning is issued while ensuring the vehicle's basic steering ability. Because both angle sensors themselves have ASIL-D level safety and there are solutions to ensure safety control in the event of failure, the steering angle signal of this application can meet the expected functional safety of ISO21448.

[0067] The angle detection method for a dual-winding motor steer-by-wire actuator proposed in this application estimates the vehicle steering angle by using a gated loop-based encoder-decoder neural network, which reduces costs, improves adaptability, and increases estimation accuracy. It uses phase current and voltage to estimate the rotor position of the redundant winding motor, adding a redundant reference to the angle signal without increasing hardware costs, resulting in less external interference, faster response, and higher accuracy. By fusing four angle signals—including output values ​​from two physical sensors and two software observations—and comparing them pairwise to obtain six diagnostic reference data points, an anomaly detection algorithm is used to determine abnormalities, effectively avoiding missed and false alarms and improving diagnostic sensitivity and anti-interference capabilities. Furthermore, it can provide control strategies for different angle fault types, ensuring vehicle safety during normal operation and in the event of a fault.

[0068] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the angle detection method for a dual-winding motor steer actuator as described above.

[0069] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0070] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0071] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0072] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0073] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0074] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A dual-winding motor-driven steering actuator, characterized in that, include: Connection mechanism; A steering mechanism for transmitting steering torque to the connecting mechanism to turn the wheels, wherein the steering mechanism has no detection component, the detection component being used to detect the vehicle's steering angle; A reduction gear mechanism is used to transmit the steering torque to the steering mechanism; A dual-winding motor is used to output the steering torque, wherein the dual-winding motor includes a first angle sensor and a second angle sensor, and the steering angle of the vehicle is calculated based on the rotor angle detected by the first angle sensor and / or the second angle sensor.

2. A steer-by-wire system, characterized in that, Includes the dual-winding motor steer actuator as described in claim 1.

3. A vehicle, characterized in that, Including the steer-by-wire system as described in claim 2.

4. A method for detecting the angle of a dual-winding motor-driven steering actuator, characterized in that, The method is applied to the dual-winding motor drive-by-wire actuator as described in claim 1, wherein the method includes the following steps: Obtain the rotor angle detected by the first angle sensor and the second angle sensor; The steering angle of the vehicle is determined based on the difference in rotor angle between adjacent detection cycles. If the difference is less than a first preset threshold, it is determined that the vehicle has turned one revolution in the forward direction. If the difference is greater than a second preset threshold, it is determined that the vehicle has turned one revolution in the reverse direction. The second preset threshold is greater than the first preset threshold.

5. The angle detection method for a dual-winding motor drive-by-wire steering actuator according to claim 4, characterized in that, Before determining the vehicle's steering angle based on the difference in rotor angles between adjacent detection cycles, the method further includes: The first estimate of the vehicle's steering angle is determined based on data from the onboard wheel speed and the inertial measurement unit. A second estimate of the vehicle's steering angle is estimated based on the phase current and voltage of the dual-winding motor and the transmission ratio from the steering motor to the front wheels. Calculate the absolute deviation between any two combinations of the rotor angle detected by the first angle sensor, the rotor angle detected by the second angle sensor, the first estimated value, and the second estimated value; The sensor fault type is determined based on the cumulative sum of the absolute deviations. If the fault type is a fault-free type, the vehicle steering angle is determined based on the difference in rotor angles between adjacent detection cycles. If the fault type is a first fault type, the vehicle steering angle is calculated based on the rotor angle of the fault-free sensor. If the fault type is a second fault type, the vehicle steering angle is calculated based on the first estimated value and the second estimated value.

6. The angle detection method for a dual-winding motor drive-by-wire steering actuator according to claim 5, characterized in that, The step of determining the sensor fault type based on the cumulative sum of the absolute deviations includes: If the cumulative deviation is equal to a first preset value, then the fault type is determined to be a fault-free type. If the cumulative deviation is a second preset value or a third preset value, then the fault type is determined to be a first fault type. Specifically, if the cumulative deviation is the second preset value, the first angle sensor is determined to be faulty; if the cumulative deviation is the third preset value, the second angle sensor is determined to be faulty. If the cumulative deviation is equal to a fourth preset value, then the fault type is determined to be the second fault type, in which both the first angle sensor and the second angle sensor are faulty.

7. The angle detection method for a dual-winding motor drive-by-wire steering actuator according to claim 5, characterized in that, The calculation of the vehicle's steering angle based on the rotor angle from the fault-free sensor includes: Redundancy verification is performed based on the rotor angle of the fault-free sensor and the first and second estimated values. After the verification is passed, the steering angle of the vehicle is determined based on the difference in rotor angle between adjacent detection cycles.

8. The angle detection method for a dual-winding motor drive-by-wire steering actuator according to claim 5, characterized in that, When the fault type is the second fault type, it also includes: Control the vehicle to perform deceleration and / or alarm actions.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the angle detection method for a dual-winding motor steer actuator as described in any one of claims 4-8.

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