Two-way redundant steering mechanical structure

Abstract

A two-way redundant steering mechanical structure comprises a first steering executing mechanism, a second steering executing mechanism, a shell and a steering rack. The first steering executing mechanism and the second steering executing mechanism are the same in structure, the first steering executing mechanism is a main steering executing mechanism, and the second steering executing mechanism is an auxiliary steering executing mechanism. The first steering executing mechanism and the second steering executing mechanism are arranged on the outer side of the left end and the inner side of the right end of the shell respectively and arranged in an inverted mode. The steering rack is arranged in the shell, the two ends of the rack are supported in the shell through sliding bearings, and the steering rack linearly moves left and right relative to the shell. The left end of the rack is connected with a left transverse pull rod through a connecting mechanism, and the left transverse pull rod is connected with the left steering wheel through a steering knuckle; the right end of the rack is connected with a right transverse pull rod through a connecting mechanism, and the right transverse pull rod is connected with a right steering wheel through a steering knuckle; the connecting mechanism is sealed by a dustproof sheath; and the integral two-way redundant steering mechanism is fixedly mounted on a vehicle chassis.

Description

Technical Field

[0001] The invention relates to a steering structure, in particular to a dual-path redundant steering mechanical structure, and belongs to the field of mechanical design and manufacturing. Background Art

[0002] During the use of the electronic steering machine, common faults include motor failure, sensor failure, etc. These faults can lead to problems such as insufficient steering force, difficulty in turning the steering wheel, and sudden failure of steering force, which seriously affect the driving safety and reliability of the car.

[0003] Prior art: CN110001765A discloses a vehicle-use wire-controlled steering device with redundant mechanism and control method, wherein the main transmission mechanism is a ball screw mechanism, the output end of the main motor is connected to the nut of the ball screw mechanism through a synchronous pulley and a transmission belt, the screw structure of the ball screw mechanism is processed on the steering rack, the freedom of the nut of the ball screw mechanism is limited to only the rotational freedom, and the rotation of the nut of the ball screw mechanism is converted into the linear motion of the screw, i.e., the steering rack. CN105235738A discloses a dual-motor synchronously driven steering actuator of a vehicle-use wire-controlled steering system, comprising: two identical steering motors, two identical worm gear reducer assemblies, a torque angle sensor, and a gear rack steering gear assembly. The steering actuator adopts a dual motor and a worm gear reducer assembly arranged in reverse symmetry, the two steering motors and the worm gear reducers assembled therewith are meshed with the rack of the gear rack steering gear, and the torque angle sensor is embedded in the worm gear reducer assembly. N112793659A discloses a redundant steering system with both autonomous steering and power steering and a control method thereof. The steering system includes a steering wheel, a steering column, a column-type electric power steering device installed on the steering column, a steering gear, a tie rod, and a steering power device installed on the steering gear; the rack-type electric power steering device includes a steering power device housing, a steering power motor, a controller, a steering power transmission mechanism, and a steering power gear shaft; the steering power gear shaft cooperates with the steering gear rack transmission. The control method can realize four working modes: conventional steering power, redundant steering power, conventional autonomous steering, and redundant autonomous steering. However, the auxiliary transmission mechanism of the above-mentioned prior art adopts a worm gear reduction mechanism and a rack and pinion transmission mechanism. The two steering actuators have complex structures, complex processing and assembly processes, and high costs. At the same time, the control accuracy of the motor is poor, which is not conducive to steering control. Summary of the invention

[0004] In order to solve the above problems and ensure that the motor steering gear can still work normally when a fault occurs, the present invention discloses a dual-path redundant steering mechanical structure, and its technical solution is as follows: A dual-path redundant steering mechanical structure comprises a first steering actuator, a second steering actuator, a housing, and a steering rack; the structure of the first steering actuator and the second steering actuator are the same, the first steering actuator is a main steering actuator, and the second steering actuator is an auxiliary steering actuator; the first steering actuator is arranged on the outer side of the left end of the housing, and the second steering actuator is arranged on the inner side of the right end of the housing, and the two are arranged inverted with each other; the steering rack is arranged in the housing, and the two ends of the rack are supported in the housing by sliding bearings, and the steering rack moves linearly left and right relative to the housing; the left end of the rack is connected to a left tie rod through a connecting mechanism, and the left tie rod is connected to the left steering wheel through a steering knuckle; the right end of the rack is connected to a right tie rod through a connecting mechanism, and the right tie rod is connected to the right steering wheel through a steering knuckle; the connecting mechanism is sealed by a dustproof boot; the overall dual-path redundant steering mechanism is fixedly installed on the vehicle chassis.

[0005] The present invention also discloses a control method for a dual-path redundant steering mechanical structure for a vehicle, which is characterized by: a normal working mode: the first steering actuator serves as the main steering actuator, the first clutch device is closed, the second clutch device is disconnected, the first motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the first motor, controls the steering direction and speed of the first motor, the first motor drives the first worm to rotate through the coupling, the first worm drives the first turbine to rotate and completes a first-stage reduction, at the same time, at the upper end of the first worm wheel, the first torque angle sensor between the first gear shaft and the upper cover detects the torque and angle of the first turbine shaft, and feeds the information back to the first motor controller, the first motor controller controls the output current to act on the first motor after compensating and correcting the information, and forms a closed-loop control; the rotation of the first turbine is transmitted to the first gear shaft through the first turbine shaft and the first clutch device, the first gear shaft drives the first gear to rotate, the meshing of the first gear and the first rack further drives the steering rack to move axially downward in the housing, drives the tie rod to move axially, and further drives the steering knuckle arm to rotate to complete the steering; Working mode when the first steering actuator fails: when the first motor or the first motor controller or the first torque angle sensor is damaged or fails, the second steering actuator is activated, the first clutch device is disconnected, the second clutch device is closed, the second motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the second motor, controls the steering direction and speed of the second motor, the second motor drives the second worm to rotate through the coupling, the second worm drives the second turbine to rotate and completes the first-stage reduction, at the same time, at the upper end of the second worm gear, the second torque angle sensor between the second gear shaft and the upper cover detects the torque and angle of the second turbine shaft, and feeds the information back to the second motor controller, the second motor controller compensates and corrects the information and controls the output current to act on the second motor, forming a closed-loop control; the rotation of the second turbine is transmitted to the second gear shaft through the second turbine shaft and the second clutch device, the second gear shaft drives the second gear to rotate, the meshing of the second gear and the second rack pushes the steering rack to move axially in the housing, drives the axial movement of the tie rod, and then drives the steering knuckle arm to rotate to complete the steering; Working mode when the steering load is large: when the output current of the first motor serving as the main motor is too large, the second steering actuator serving as the auxiliary steering mechanism is activated, and the second clutch device is closed. The first motor controller and the second motor controller control the first motor and the second motor to output torque at the same time according to the output current. Finally, the first gear and the second gear jointly push the rack to move axially, and drive the steering knuckle arm to rotate through the tie rod to complete the steering. Beneficial Effects

[0006] The redundant design of the electronically controlled steering gear can improve the safety and reliability of the car. By adding spare motors, sensors and other equipment, the system can still work normally in the event of certain equipment failures, thereby avoiding traffic accidents caused by steering force failure and other problems. At the same time, the redundant design can also improve the reliability of the car, reduce the time and cost of car maintenance and troubleshooting, and increase the service life and economic benefits of the car.

[0007] The steering gear design adds dual motor design and dual sensor design. When one motor and sensor fails, the other motor and sensor will work to ensure the normal steering of the system. Precise control of the motor is achieved by adding multiple control modules to the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 It is a structural schematic diagram of the first steering actuator of the present invention; Figure 2 It is a cross-sectional schematic diagram of the first steering actuator structure and the second steering actuator structure of the present invention; Figure 3 This is a control structure flow chart of the present invention; Figure 4 This is a block diagram of the feedforward control structure of the present invention; Among them: 5. first motor assembly; 11. first torque angle sensor; 12. first turbine; 13. first worm; 14. first rack; 15. ball bearing; 16. first gear shaft; 17. first clutch device; 18. second motor assembly; 19. second torque angle sensor. DETAILED DESCRIPTION Example 1

[0009] The present invention discloses a dual-path redundant steering mechanical structure, comprising a steering control mechanism, a steering actuator, a housing, and a steering rack; the steering control mechanism comprises a steering wheel, a steering column, and a steering column torque angle sensor installed on the steering column; an operator uses the steering control mechanism to express a steering intention, and the steering intention is transmitted to the steering actuator through the steering column torque angle sensor and a data processing system; the steering actuator comprises a first steering actuator and a second steering actuator, the first steering actuator and the second steering actuator have the same structure, the first steering actuator is a main steering actuator, and the second steering actuator is an auxiliary steering actuator; the first steering actuator is arranged on the outer side of the left end of the housing, and the second steering actuator is arranged on the outer side of the left end of the housing, and ... first steering actuator is arranged on the outer side of the left end of the housing, and the second steering actuator is arranged on The two steering actuators are arranged on the inner side of the right end of the shell, and the two are arranged inverted with each other. This arrangement has a compact structure and can arrange the space more reasonably; the steering rack is arranged in the shell, and the two ends of the rack are supported inside the shell by sliding bearings, and the steering rack can move linearly left and right relative to the shell; the left end of the rack is connected to the left transverse tie rod through a connecting mechanism, and the left transverse tie rod is connected to the left steering wheel through a steering knuckle; the right end of the rack is connected to the right transverse tie rod through a connecting mechanism, and the right transverse tie rod is connected to the right steering wheel through a steering knuckle; the connecting mechanism is sealed by a dustproof boot to ensure the cleanliness of the inside of the shell; a number of fixed installation holes are also arranged on the shell, and the steering actuator and the steering rack are fixedly installed on the vehicle chassis along with the shell through the fixed installation holes.

[0010] The first steering actuator includes a first motor assembly, a first torque angle sensor, a first worm gear reducer assembly, a first clutch device, and a first gear transmission assembly; the first motor assembly includes a first motor and a first motor control unit, and the first motor control unit is integrated behind the first motor; the first worm gear reducer assembly includes a first worm, a first turbine meshed with the first worm, and a first turbine shaft fixing the turbine; the first gear transmission assembly includes a first gear and a first gear shaft fixing the first gear; the first turbine shaft and the first gear shaft are connected through a first clutch device, and the first worm gear reducer assembly and the first gear transmission assembly are both installed in a housing and sealed with an upper cover; The housing is provided with a first motor mounting seat, a first worm gear reducer assembly mounting seat and a first gear transmission assembly mounting seat, a second motor mounting seat, a second worm gear reducer assembly mounting seat and a second gear transmission assembly assembly mounting seat; The steering rack is a smooth round shaft and is processed with two racks, wherein the first rack is processed on the outer side of the left end and the second rack is processed on the inner side of the right end; the first rack is centrally symmetrical with the second rack; the first motor is fixedly mounted on the first motor mounting seat by bolts, and the first motor control unit is integrated at the rear of the first motor and fixed to the first motor housing; the output shaft of the first motor is connected to the first worm through a coupling; both ends of the first turbine shaft are mounted on the first turbine worm reducer assembly mounting seat through rolling bearings 15, and the first turbine shaft can rotate freely; The first turbine shaft and the first turbine are fixedly connected as one body through a key, the first worm gear is meshed with the first turbine, forming a first-stage reduction, and the torque is increased for the first time; the first torque angle sensor is installed on the upper end of the first turbine shaft, and the first torque angle sensor serves as a data acquisition module of the first steering actuator, and is used to collect the torque angle signal of the first steering actuator; the lower end of the first turbine shaft is fixedly connected to the first clutch device; The first clutch device is arranged between the first worm gear reducer assembly and the first gear transmission assembly, which can ensure that the dual-path redundant electronically controlled steering mechanism will not produce motion interference.

[0011] The first gear shaft is installed at both ends of the first gear transmission assembly mounting seat through rolling bearings, and the first gear shaft can rotate freely; the first gear shaft and the first gear are fixedly connected as one body through a key, the first gear is meshed with the first rack, forming a secondary reduction, the torque is increased for the second time, and the rotation of the first gear is converted into the linear motion of the rack; the linear motion of the rack pushes the steering wheel to swing through the left tie rod and the right tie rod, thereby realizing the steering function; the meshing of the first gear and the first rack is also equipped with a preload adjustment device, a first rack guide seat is arranged on the smooth side of the back of the first rack, the first rack guide seat can slide freely relative to the rack, an adjusting screw plug mounting seat is arranged on the housing at a position corresponding to the first rack guide seat, the adjusting screw plug is fixed on the housing through a locking nut, a spring is arranged between the first rack guide seat and the adjusting screw plug, and the adjusting screw plug is rotated, and the preload force is transmitted by the spring to the first rack guide seat, and then to the first rack, so that there is a certain preload force between the first gear and the first rack, and the adjustment of this preload force will also improve the state of steering impact, noise and feedback.

[0012] The second steering actuator has the same structure as the first steering actuator. Manufacturing with the same structure can effectively improve processing and assembly processability and reduce manufacturing costs. Example 2

[0013] See also Figure 3-4The present invention provides a data processing system for a dual-path redundant steering mechanical structure, including a first motor control unit and a second motor control unit that are independent of each other. The first motor control unit and the second motor control unit have the same principle and are under the unified management of a command center, and feedback the working status of the first steering actuator and the second steering actuator to the command center; the first motor control unit includes a first steering information acquisition module, a first data processing module, a first data analysis module, and a first data execution module; the first steering information acquisition module includes a first torque angle sensor; First, the steering column torque angle sensor collects the torque and angle pulse signals from the steering wheel on the steering column, and sends the torque and angle pulse signals of the steering column to the first data processing module. The first data processing module processes the torque and angle pulse signals of the steering column, converts the torque and angle pulse signals of the steering column into analog signals and sends them to the first data analysis module. The first data analysis module performs logical analysis and calculation based on the steering wheel torque and angle analog signals and other information such as vehicle speed sent from the communication bus, and determines the rotation direction of the motor and the optimal power-assisted torque steering speed data, and sends these data to the first data execution module. The first data execution module issues an instruction Control the action of the first motor; the output of the first motor is decelerated and torque-increased by the first worm gear reduction mechanism, and then drives the first gear rack mechanism to generate corresponding steering assistance; at the same time, the first torque angle sensor collects the torque and angle data of the first turbine shaft and feeds them back to the first data processing module, the first data processing module processes the torque and angle data of the first turbine shaft and sends the processing results to the first data analysis module, the first data analysis module combines the two torque angle signals of the steering column and the first worm gear reducer, and responds quickly through precise comparison and calculation, optimizes the torque and speed of the first motor, so that the transmission mechanism obtains the optimal transmission torque and transmission speed, and accurately executes the driver's steering intention; In addition, the first motor control unit also has safety protection and self-diagnosis functions, and can determine whether the working condition of the first steering actuator is normal by collecting the current, voltage and other signals of the first motor. Once the first steering actuator works abnormally, the first automatic processing unit sends a command to the command center, and the command center responds quickly to switch the steering actuator to the second steering actuator. At the same time, the first motor control unit will perform fault diagnosis and analysis to remind the driver to perform repairs and maintenance as soon as possible.

[0014] The data processing system of the dual-path redundant steering mechanical structure, the second motor control unit has the same principle as the first motor control unit.

[0015] The data processing system of the dual-channel redundant steering mechanical structure adopts dual-channel independent external power supply, dual-channel external CAN bus communication and redundant torque and angle sensor signals; the dual-channel redundant electronic steering mechanism can realize complete control function. Under normal working conditions, the data processing system of the dual-channel redundant electronic steering mechanism performs torque and angle command calculations. The first electronic steering mechanism is the main steering mechanism by default. If a single point failure occurs, the command center determines whether to switch between the main and auxiliary mechanisms based on the fault diagnosis and processing mechanism.

[0016] The motor control unit of the present invention adopts multiple control strategies such as current negative feedback module, speed negative feedback module, position negative feedback module, and simultaneously adds acceleration feedforward, speed feedforward module and learning the controller of position negative feedback module. On the one hand, it can meet the static performance requirements of the system, that is, meet the steady-state error of the system; on the other hand, it can also meet the dynamic performance requirements of the system, that is, meet the rapid response performance of the system and meet the following error requirements during the movement of the system.

[0017] Current negative feedback module: It consists of current PI controller, PWM inverter, current amplifier, rectifier filter and current limiting link. Among them, the current PI controller has two main functions: one is to enhance the system's ability to resist power disturbances, and the other is to regulate and limit the current during start and stop. The PWM inverter controls the voltage output by controlling the pulse width, and the rectifier filter can eliminate the interference components in the current negative feedback signal.

[0018] Speed ​​negative feedback module: Current fluctuations cause speed fluctuations, which indirectly affect positioning accuracy. It is necessary to add a low-pass filter link to the system. The low-pass filter link will cause a certain amount of delay in the system. The current negative feedback module is the inner loop of the speed negative feedback module. It is designed as an inertia link with the same time constant to balance the system delay.

[0019] Position negative feedback module: Use the speed negative feedback module as the inner loop of the position negative feedback module. By adjusting the position negative feedback ratio and integral coefficient, ensure that its position negative feedback open-loop cutoff frequency is twice the open-loop cutoff frequency of the speed negative feedback module to ensure the bandwidth ratio range.

[0020] See also Figure 4 As shown in the figure, after adding the acceleration feedforward and velocity feedforward modules, the error transfer function is:

[0021] Where a and b are the first-order and second-order gain coefficients of the feedforward control, respectively, as the velocity feedforward and acceleration feedforward coefficients; K fb (s) represents the feedback controller, G(s) represents the controlled object, and s is a complex variable.

[0022] The present invention adopts deep learning control to realize the control of position negative feedback, and reduces the tracking error of the system by learning the position deviation: first, the reference input signal is input into the deep learning controller of the reference input signal for deep learning, and then the best reference input signal obtained by deep learning is used as the reference input signal of the next link; finally, the control signal is input into the deep learning controller of the control signal for deep learning, and the specific learning process is as follows: (1) The upper computer first starts the deep learning controller based on the reference input signal for learning, performs root mean square processing on the following error of this learning, and judges whether it starts to diverge. If it diverges, the corrected reference input signal obtained by the last learning is taken as the best reference input signal. If it does not diverge, the following error is processed by a zero-phase filter and then input into the deep learning controller of the reference input signal to correct the reference input signal, and the next learning is performed, and the cycle is repeated until it starts to diverge. At this time, the corrected reference input signal before the divergence is used as the best reference input signal to complete the learning of the control signal input, and the best reference input signal obtained by the deep learning controller of the reference input signal is used as the reference input signal of the next link. The deep learning controller of the reference input signal learns to obtain the optimal reference input signal. The reference input signal is corrected each time, thereby reducing the system tracking error. The tracking error after each learning is processed as the mean square value to obtain the RMS value of the tracking error under different coefficients.

[0023] (2) Start the deep learning controller based on the control signal to realize deep learning of the control signal. The best reference input signal obtained by the deep learning controller of the reference input signal is used as the reference input signal of the deep learning controller of the control signal. The tracking error of this learning is processed by the root mean square to determine whether it starts to diverge. If it diverges, the control signal compensation amount obtained by the last learning is taken as the best control signal compensation amount. If it does not diverge, the following error is passed through a zero-phase filter (if the input signal is directly used as the output of the deep learning controller, high-frequency interference will be introduced, affecting the performance of the control system. Therefore, it is necessary to process the input signal with zero-phase filtering. On the one hand, it smoothes the signal and eliminates high-frequency noise interference, and on the other hand, it avoids signal phase distortion). The input signal is processed and then input into the deep learning controller of the control signal to obtain a new control signal compensation amount. The next learning is carried out until divergence occurs. The control signal compensation amount obtained before divergence is taken as the best control signal compensation amount. So far, through learning, the system has obtained the best reference input signal and the best control signal compensation amount. Each learning of the deep learning controller of the control signal corrects the control signal, thereby reducing the system tracking error. Example 3

[0024] The control method of the dual-path redundant electric-controlled steering mechanism with a dual-path redundant steering mechanical structure of the present invention determines that the electric-controlled steering mechanism enters the following modes according to the instructions received by the first motor controller and the second motor controller: (1) Normal working mode: The first steering actuator serves as the main steering actuator, the first clutch device is closed, the second clutch device is disconnected, the first motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the first motor, controls the steering direction and speed of the first motor, and the first motor drives the first worm gear to rotate through the coupling, and the first worm gear drives the first turbine to rotate and completes the first stage of deceleration. At the same time, at the upper end of the first worm gear, the first torque angle sensor between the first gear shaft and the upper cover detects the torque and angle of the first turbine shaft and feeds the information back to the first motor controller. The first motor controller compensates and corrects the information and controls the output current to act on the first motor to form a closed-loop control; the rotation of the first turbine is transmitted to the first gear shaft through the first turbine shaft and the first clutch device, and the first gear shaft drives the first gear to rotate. The meshing of the first gear and the first rack pushes the steering rack to move axially downward in the housing, driving the tie rod to move axially, and then driving the steering knuckle arm to rotate to complete the steering; (2) Working mode when the first steering actuator fails: When the first motor or the first motor controller or the first torque angle sensor is damaged or fails, the second steering actuator is activated, the first clutch device is disconnected, the second clutch device is closed, the second motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the second motor, controls the steering direction and speed of the second motor, and the second motor drives the second worm gear to rotate through the coupling, and the second worm gear drives the second turbine to rotate and completes the first-stage reduction. At the same time, at the upper end of the second worm gear, the second torque angle sensor between the second gear shaft and the upper cover detects the torque and angle of the second turbine shaft, and feeds the information back to the second motor controller. The second motor controller compensates and corrects the information and controls the output current to act on the second motor to form a closed-loop control; the rotation of the second turbine is transmitted to the second gear shaft through the second turbine shaft and the second clutch device, and the second gear shaft drives the second gear to rotate. The meshing of the second gear and the second rack drives the steering rack to move axially downward in the housing, driving the axial movement of the tie rod, and then driving the steering knuckle arm to rotate to complete the steering; (3) Working mode when the steering load is large: When the output current of the first motor as the main motor is too large, the second steering actuator as the auxiliary steering mechanism is activated, and the second clutch device is closed. The first motor controller and the second motor controller control the first motor and the second motor to output torque at the same time according to the output current. Finally, the first gear and the second gear jointly push the rack to move axially, and the steering knuckle arm is driven to rotate through the tie rod to complete the steering. The driver can also get a comfortable driving feeling on complex roads.

[0025] In order to ensure that the motor steering gear can still work normally when a failure occurs, the redundant design principle is now adopted. Spare motors, sensors and other equipment are added to the system to ensure that the system can still work normally in the event of certain equipment failures. The main transmission mechanism and the auxiliary transmission mechanism of the present invention have the same structure. The dual-path redundant control system of two motors, two motor controllers, two position sensors and two sets of worm gear reduction mechanisms is adopted to avoid steering anomalies caused by problems with the motor controller or sensor, and safely ensure the normal operation of the steering system. The worm gear reduction mechanism and the rack and pinion transmission mechanism, the main transmission mechanism, and the auxiliary transmission mechanism are adopted. The present invention has a compact structure, and the transmission mechanism setting of the same structure effectively improves the processing technology and assembly process, and effectively saves costs.

[0026] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions only describe the principles of the present invention. The present invention may be subject to various changes and improvements without departing from the spirit and scope of the present invention. These changes and improvements fall within the scope of the present invention. The scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. A dual-path redundant steering mechanical structure, comprising a first steering actuator, a second steering actuator, a housing, and a steering rack; wherein: The first steering actuator has the same structure as the second steering actuator, the first steering actuator is the main steering actuator, and the second steering actuator is the auxiliary steering actuator; the first steering actuator is arranged on the outer side of the left end of the shell, and the second steering actuator is arranged on the inner side of the right end of the shell, and the two are arranged inverted with each other; the steering rack is arranged in the shell, and the two ends of the rack are supported inside the shell by sliding bearings, and the steering rack moves linearly left and right relative to the shell; the left end of the rack is connected to the left tie rod through a connecting mechanism, and the left tie rod is connected to the left steering wheel through a steering knuckle; the right end of the rack is connected to the right tie rod through a connecting mechanism, and the right tie rod is connected to the right steering wheel through a steering knuckle; the connecting mechanism is sealed by a dustproof boot; the overall dual-path redundant steering mechanism is fixedly installed on the vehicle chassis.

2. The dual-path redundant steering mechanical structure according to claim 1 is characterized by: The first steering actuator includes a first motor assembly, a first torque angle sensor, a first turbine-worm reducer assembly, a first clutch device, and a first gear transmission assembly; the first motor assembly 1 includes a first motor and a first motor controller, the first turbine-worm reducer assembly includes a first worm, a first turbine meshing with the first worm, and a first turbine shaft fixing the turbine; the first gear transmission assembly includes a first gear and a first gear shaft fixing the first gear; the first turbine shaft and the first gear shaft are connected by a first clutch device, and the first turbine-worm reducer assembly and the first gear transmission assembly are installed in a housing and are sealed and protected by an upper cover 4.

3. The dual-path redundant steering mechanical structure according to claim 2 is characterized by: The steering rack is a smooth round shaft and is processed with two racks, wherein the first rack is processed on the outer side of the left end and the second rack is processed on the inner side of the right end; the first rack is centrally symmetrical with the second rack; the first motor is fixedly mounted on the first motor mounting seat, the first motor controller is arranged at the rear of the first motor and is fixed to the first motor housing; the output shaft of the first motor is connected to the first worm through a coupling; The two ends of the first turbine shaft are installed on the first turbine worm reducer assembly mounting seat through rolling bearings, and the first turbine shaft can rotate freely; the first turbine shaft and the first turbine are fixedly connected as a whole through a key, and the first worm is meshed with the first turbine to form a first-stage reduction; a first torque angle sensor is installed on the upper end of the first turbine shaft for collecting the torque angle signal of the first steering actuator, and the lower end of the first turbine shaft is fixedly connected with the first clutch device; the first clutch device is arranged between the first turbine worm reducer assembly and the first gear transmission assembly; the two ends of the first gear shaft are installed on the first gear transmission assembly mounting seat through rolling bearings, and the first gear shaft can rotate freely; the first gear shaft and the first gear are fixedly connected as a whole through a key, and the first gear is meshed with the first rack to form a second-stage reduction, and the rotation of the first gear drives the rack to move linearly; the linear motion of the rack drives the steering wheel to swing through the left tie rod and the right tie rod.

4. The dual-path redundant steering mechanical structure according to claim 2 is characterized by: The meshing of the first gear and the first rack is also equipped with a preload adjustment device. A first rack guide seat is provided on the smooth back side of the first rack. The first rack guide seat can slide freely relative to the rack. An adjusting screw plug mounting seat is provided on the shell at a position corresponding to the first rack guide seat. The adjusting screw plug is fixed to the shell by a locking nut. A spring is provided between the first rack guide seat and the adjusting screw plug. By rotating the adjusting screw plug, the preload force is transmitted to the first rack guide seat by the spring, and then transmitted to the first rack, so that there is a certain preload force between the first gear and the first rack.

5. A control method for a dual-path redundant steering mechanical structure, the control method being based on the dual-path redundant steering mechanical structure of claim 1, further comprising a host computer and a remote control center, and characterized by: According to the control instructions sent by the command center to the first motor controller and the second motor controller, the steering mechanical structure is determined to enter the following working mode: Normal working mode: the first steering actuator serves as the main steering actuator, the first clutch device is closed, the second clutch device is disconnected, the first motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the first motor, controls the steering direction and speed of the first motor, and the first motor drives the first worm to rotate through the coupling, and the first worm drives the first turbine to rotate and completes the first stage of deceleration. At the same time, at the upper end of the first worm gear, the first torque angle sensor between the first gear shaft and the upper cover detects the torque and angle of the first turbine shaft, and feeds the information back to the first motor controller. The first motor controller controls the output current to act on the first motor after compensating and correcting the information, forming a closed-loop control; the rotation of the first turbine is transmitted to the first gear shaft through the first turbine shaft and the first clutch device, and the first gear shaft drives the first gear to rotate. The meshing of the first gear and the first rack pushes the steering rack to move axially downward in the housing, driving the axial movement of the tie rod, and then driving the steering knuckle arm to rotate to complete the steering; Working mode when the first steering actuator fails: when the first motor or the first motor controller or the first torque angle sensor is damaged or fails, the second steering actuator is activated, the first clutch device is disconnected, the second clutch device is closed, the second motor controller collects and analyzes the steering intention from the steering wheel, sends instructions to the second motor, controls the steering direction and speed of the second motor, the second motor drives the second worm to rotate through the coupling, the second worm drives the second turbine to rotate and completes the first-stage reduction, at the same time, at the upper end of the second worm gear, the second torque angle sensor between the second gear shaft and the upper cover detects the torque and angle of the second turbine shaft, and feeds the information back to the second motor controller, the second motor controller compensates and corrects the information and controls the output current to act on the second motor, forming a closed-loop control; the rotation of the second turbine is transmitted to the second gear shaft through the second turbine shaft and the second clutch device, the second gear shaft drives the second gear to rotate, the meshing of the second gear and the second rack pushes the steering rack to move axially in the housing, drives the axial movement of the tie rod, and then drives the steering knuckle arm to rotate to complete the steering; Working mode when the steering load is large: when the output current of the first motor serving as the main motor is too large, the second steering actuator serving as the auxiliary steering mechanism is activated, and the second clutch device is closed. The first motor controller and the second motor controller control the first motor and the second motor to output torque at the same time according to the output current. Finally, the first gear and the second gear jointly push the rack to move axially, and drive the steering knuckle arm to rotate through the tie rod to complete the steering.

6. A data processing system for a dual-path redundant steering mechanical structure, the system is based on the dual-path redundant steering mechanical structure of claim 1, and is characterized by: It includes a first motor control unit and a second motor control unit which are independent of each other. The first motor control unit and the second motor control unit have the same principle and are under the unified management of the command center, and feedback the working status of the first steering actuator and the second steering actuator to the command center; the first motor control unit includes a first steering information acquisition module, a first data processing module, a first data analysis module, and a first data execution module; the first steering information acquisition module includes a first torque angle sensor; First, the steering column torque angle sensor collects the torque and angle pulse signals from the steering wheel on the steering column, and sends the torque and angle pulse signals of the steering column to the first data processing module. The first data processing module processes the torque and angle pulse signals of the steering column, converts the torque and angle pulse signals of the steering column into analog signals and sends them to the first data analysis module. The first data analysis module performs logical analysis and calculation based on the steering wheel torque and angle analog signals and other vehicle speed information sent from the communication bus, and determines the rotation direction of the motor and the optimal power-assisted torque steering speed data, and sends these data to the first data execution module. The first data execution module issues a command control The first motor is controlled; the output of the first motor is decelerated and torque-increased by the first worm gear reduction mechanism, and then drives the first gear rack mechanism to generate corresponding steering assistance; at the same time, the first torque angle sensor collects the torque and angle data of the first turbine shaft and feeds them back to the first data processing module, the first data processing module processes the torque and angle data of the first turbine shaft and sends the processing results to the first data analysis module, the first data analysis module combines the two torque angle signals of the steering column and the first worm gear reducer, and responds quickly through precise comparison and calculation, optimizes the torque and speed of the first motor, so that the transmission mechanism obtains the optimal transmission torque and transmission speed, and accurately executes the driver's steering intention; The first motor control unit also has safety protection and self-diagnosis functions, and can determine whether the working condition of the first steering actuator is normal by collecting the current and voltage signals of the first motor; once the first steering actuator works abnormally, the first data processing module sends a command to the command center, and the command center responds quickly to switch the steering actuator to the second steering actuator. At the same time, the first motor control unit will perform fault diagnosis and analysis to remind the driver to perform repair and maintenance as soon as possible; The data processing system of the dual-channel redundant electronic steering mechanism adopts dual-channel independent external power supply, dual-channel external CAN bus communication and redundant torque and angle sensor signals; the dual-channel redundant electronic steering mechanism can realize complete control function. Under normal working conditions, the data processing system of the dual-channel redundant electronic steering mechanism performs torque and angle command calculations. The first electronic steering mechanism is the main steering mechanism by default. If a single point failure occurs, the command center determines whether to switch between the main and auxiliary mechanisms based on the fault diagnosis and processing mechanism.

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