Motor drive circuit, steer-by-wire system, vehicle, method, module and medium

Abstract

The invention discloses a motor driving circuit, a steer-by-wire system, a vehicle, a method, a module and a medium, the motor driving circuit comprises a three-phase bridge arm module and a power management module; the three-phase bridge arm module is used for connecting a motor and driving the motor to work; and the power management module is connected with an upper bridge arm or a lower bridge arm of the three-phase bridge arm module, is used for being connected with a control module, and outputs an electric signal to the upper bridge arm or the lower bridge arm for conduction when receiving a first control signal of the control module, so that the motor is self-locked. When the motor driving circuit is applied to the steer-by-wire system, a power management module in the steer-by-wire system is reused, and on the basis of not adding an additional circuit, the motor is controlled to be self-locked, so that wheels with steering failure are changed into a fixed state from a free state, the rotational freedom of the wheels of the vehicle is reduced, and the steering reliability is improved. Therefore, the control module can execute a transverse backup control strategy more simply, and can support larger lateral acceleration.

Description

Technical Field

[0001] The present invention relates to the field of motor control technology, and in particular to a motor drive circuit, a wire-controlled steering system, a vehicle, a method, a module and a medium. Background Art

[0002] Steering By Wire (SBW) is an advanced automotive steering system technology. Different from the traditional mechanical steering system, it eliminates the mechanical connection between the steering wheel and the wheels (such as the steering column and mechanical linkage, etc.), and instead achieves wheel steering through electronic signals and electrical control.

[0003] When the wheel-end actuator (Road Wheel Actuator, RWA) in the steer-by-wire system fails, it loses its lateral execution ability, posing a great hidden danger to driving safety. The existing technology generally increases the lateral acceleration of the vehicle through lateral backup control to assist the vehicle in parking by the driver according to the driver's wishes when the wheel-end actuator fails. However, because the lateral force corresponding to the lateral acceleration will cause the tire to rotate, and the braking torque will also cause the tire to rotate, they affect each other, and it is difficult to establish the relationship between the steering wheel angle, lateral angular velocity, braking force, and vehicle speed, making control difficult. Therefore, how to improve the safety of the steer-by-wire system when the wheel-end actuator fails has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] Embodiments of the present invention provide a motor drive circuit, a steer-by-wire system, a vehicle, a method, a module and a medium to solve the problem of poor safety of the steer-by-wire system.

[0005] A motor drive circuit comprises a three-phase bridge arm module and a power management module; The three-phase bridge arm module is used to connect the motor and drive the motor to work; The power management module is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and is used to connect to the control module. When receiving the first control signal of the control module, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to conduct, so that the motor can self-lock.

[0006] Furthermore, the number of the three-phase bridge arm modules is two; the number of the power management modules is two; Any one of the two three-phase bridge arm modules is used to connect the first three-phase end of the motor, and the other is used to connect the second three-phase end of the motor; Each of the electric pipe management modules is connected to an upper bridge arm or a lower bridge arm of at least one of the three-phase bridge arm modules.

[0007] Further, the power management module includes a system basis chip and a capacitor circuit; The capacitor circuit is arranged in series between the first power supply terminal and the ground; The power supply end of the system basic chip is connected to the connection node between the capacitor circuit and the first power supply end, the output end of the system basic chip is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and the control end of the system basic chip is used to connect the control module, and is used to output an electrical signal to the upper bridge arm or the lower bridge arm to conduct when receiving the control signal of the control module.

[0008] Furthermore, the motor drive circuit includes a bridge arm drive module; the bridge arm drive module is connected to the three-phase bridge arm module, used to connect to the control module, receive a second control signal output by the control module, and drive the three-phase bridge arm module to work according to the second control signal.

[0009] A steer-by-wire system comprises a control module and the above-mentioned motor drive circuit; The control module is connected to the power management module, and is used to output a first control signal to the power management module, so that when the power management module receives the first control signal, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to turn on, so that the motor self-locks.

[0010] A vehicle comprises a wheel-end actuator, a motor and the above-mentioned steer-by-wire system; the wheel-end actuator is used to connect the wheels; the motor is connected to the three-phase bridge arm module and the wheel-end actuator.

[0011] A vehicle steer-by-wire method, applied to the above-mentioned vehicle, comprises: Acquiring measured state data of the vehicle; When the measured state data satisfies the yaw control condition, determining the faulty wheel-end actuator; The upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator is controlled to be turned on, and the vehicle lateral control strategy is executed.

[0012] Further, the measured state data includes wheel-end actuator state data and wheel angle; The yaw control condition includes that the wheel-end actuator state data satisfies a double-point failure condition and the wheel angle satisfies a preset angle.

[0013] A control module comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned vehicle wire control steering method when executing the computer program.

[0014] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle steer-by-wire method is implemented.

[0015] The above-mentioned motor drive circuit, wire-controlled steering system, vehicle, method, module and medium, the motor drive circuit, includes a three-phase bridge arm module and a power management module; the three-phase bridge arm module is used to connect the motor and drive the motor to work; the power management module is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and is used to connect the control module. When receiving the first control signal of the control module, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to conduct, so that the motor self-locks, thereby reusing the power management module. Without adding additional circuits, the motor self-locking is controlled, and the steering-failed wheel is changed from a free state to a fixed state, reducing the vehicle wheel rotation freedom, making it easier for the control module to execute the lateral backup control strategy, and being able to support greater lateral acceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0017] Figure 1 is a circuit diagram of a motor driving circuit in one embodiment of the present invention; Figure 2 is a flow chart of a vehicle steer-by-wire method in one embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] It should be understood that the present invention can be implemented in different forms and should not be construed as being limited to the embodiments set forth herein. On the contrary, providing these embodiments will make the disclosure thorough and complete and fully convey the scope of the present invention to those skilled in the art. In the accompanying drawings, the sizes and relative sizes of layers and regions may be exaggerated for clarity. The same reference numerals throughout represent the same elements.

[0020] It should be understood that when an element or layer is referred to as being "on, adjacent to, connected to or coupled to other elements or layers, it may be directly on, adjacent to, connected to or coupled to other elements or layers, or there may be intervening elements or layers. In contrast, when an element is referred to as being "directly on, directly adjacent to, directly connected to or directly coupled to other elements or layers, there may be no intervening elements or layers. It should be understood that, although the terms first, second, third, etc. may be used to describe various elements, components, regions, layers and / or parts, these elements, components, regions, layers and / or parts should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or part from another element, component, region, layer or part. Therefore, without departing from the teachings of the present invention, the first element, component, region, layer or part discussed below may be represented as a second element, component, region, layer or part.

[0021] Spatially relative terms such as "under," "beneath," "below," "under," "above," "above," and the like may be used herein for ease of description to describe the relationship of an element or feature shown in the figures to other elements or features. It should be understood that the spatially relative terms are intended to include different orientations of the device in use and operation in addition to the orientations shown in the figures. For example, if the device in the accompanying drawings is flipped, then the elements or features described as "under other elements" or "under" or "under" will be oriented as "above" the other elements or features. Thus, the exemplary terms "under" and "under" may include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or other orientations) and the spatial descriptors used herein are interpreted accordingly.

[0022] The purpose of the terms used herein is only to describe specific embodiments and is not intended to be limiting of the present invention. When used herein, the singular forms "one", "an" and "said / the" are also intended to include plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "consisting of" and / or "comprising", when used in this specification, determine the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0023] In order to fully understand the present invention, detailed structures and steps will be presented in the following description to illustrate the technical solutions proposed by the present invention. The preferred embodiments of the present invention are described in detail below, but in addition to these detailed descriptions, the present invention may also have other implementations.

[0024] This embodiment provides a motor drive circuit, which is applied to the wire control steering system of a vehicle. Exemplarily, the vehicle includes a wheel-end actuator, a motor and the above-mentioned wire control steering system; the wheel-end actuator is used to connect the wheel to control the steering of the wheel; the motor is connected to the three-phase bridge arm module and the wheel-end actuator in the wire control steering system, and is used to provide power to the wheel-end actuator under the drive of the three-phase bridge arm module.

[0025] As an example, the wire control steering system includes a control module and the above-mentioned motor drive circuit; the control module is connected to the motor drive circuit and is used to output a first control signal to the motor drive circuit so that the motor drive circuit drives the motor to self-lock when receiving the first control signal. It can be understood that the control module is also connected to the wheel end actuator to control the wheel end actuator to perform wheel steering. The wheel end actuator includes a wheel end actuator corresponding to the front wheel and a wheel end actuator corresponding to the rear wheel. Exemplarily, when a steer-by-wire system is applied to a vehicle, when the control module detects a fault in the wheel-end actuator corresponding to the front wheel or the rear wheel, it controls the motor corresponding to the front wheel or the rear wheel to self-lock, so that the control module can control the wheel-end actuator that has not failed to execute a lateral backup control strategy, such as TVC (Torque Vectoring Control, TVC for short) or RAS (Rear Axle Steering, RAS for short), so that the wheel corresponding to the failed wheel-end actuator is changed from a free state to a fixed state, reducing the rotational freedom of the wheels of the entire vehicle, making the lateral backup control strategy simpler and able to support greater lateral acceleration.

[0026] This embodiment provides a motor driving circuit, such as Figure 1 As shown, it includes a three-phase bridge arm module (TPB1 or TPB2) and a power management module (SBC_1 or SBC_2); the three-phase bridge arm module (TPB1 or TPB2) is used to connect the motor M to drive the motor M to work; the power management module (SBC_1 or SBC_2) is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module (TPB1 or TPB2), and is used to connect to the control module. When receiving the first control signal of the control module, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to turn on, so that the motor M is self-locking.

[0027] As an example, the three-phase bridge arm module is used to connect the motor M so as to control the motor M to realize forward or reverse rotation under the control of the control module. Exemplarily, the three-phase bridge arm module (TPB1 or TPB2) includes three bridge arms, and the three bridge arms are respectively used to connect the three phases of the motor M. Each bridge arm includes two transistors, namely an upper bridge transistor and a lower bridge transistor. The connection node between the upper bridge transistor and the lower bridge transistor in each bridge arm is used to connect a phase line of the motor M. It can be understood that the control module in the wire control steering system is connected to the three-phase bridge arm module (TPB1 or TPB2) through the bridge arm drive module (GDU_1 or GDU_2), so that the three-phase bridge arm module (TPB1 or TPB2) drives the motor M to work under the control of the control module.

[0028] As an example, the power management module (SBC_1 or SBC_2) is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module (TPB1 or TPB2) for connecting to the control module. When receiving the first control signal of the control module, the power management module (SBC_1 or SBC_2) outputs an electrical signal to the upper bridge arm or the lower bridge arm to conduct, so as to self-lock the motor M. Exemplarily, when the control module detects that the vehicle needs to perform yaw control, the first control signal is output to the power management module (SBC_1 or SBC_2), so that the power management module (SBC_1 or SBC_2) outputs a voltage signal to the upper bridge arm or the lower bridge arm, controls the upper bridge arm or the lower bridge arm to conduct, short-circuits the winding of the motor M, and generates hysteresis torque of the motor M, thereby self-locking the motor M, making it easier for the control module in the wire control steering system to implement lateral backup control strategies, such as TVC or RAS, and obtain greater lateral capabilities.

[0029] Exemplarily, both the upper bridge transistor and the lower bridge transistor are IGBT transistors. The output end of the power management module (SBC_1 or SBC_2) is respectively connected to the gates of the three upper bridge transistors or the gates of the three lower bridge transistors in the three bridge arms. When the power management module (SBC_1 or SBC_2) receives the first control signal of the control module, it outputs a positive voltage to turn on the three upper bridge transistors or the three lower bridge transistors in the three bridge arms. It can be understood that when the first control signal of the control module is not received, a negative voltage is output to turn off the three upper bridge transistors or the three lower bridge transistors in the three bridge arms. Exemplarily, the absolute value of the positive voltage or the negative voltage is greater than 8 volts.

[0030] In this embodiment, the motor drive circuit includes a three-phase bridge arm module (TPB1 or TPB2) and a power management module (SBC_1 or SBC_2); the three-phase bridge arm module (TPB1 or TPB2) is used to connect the motor M to drive the motor M to work; the power management module (SBC_1 or SBC_2) is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module (TPB1 or TPB2), and is used to connect the control module. When receiving the first control signal of the control module, the power management module (SBC_1 or SBC_2) is output to the upper bridge arm or the lower bridge arm to conduct, so that the motor M is self-locking. When the motor drive circuit is applied to the wire control steering system, the power management module (SBC_1 or SBC_2) is reused, and the motor M is controlled to self-lock without adding additional circuits, so that the steering-failed wheel is changed from a free state to a fixed state, reducing the rotational freedom of the vehicle wheel, making it simpler for the control module to execute the lateral backup control strategy, and being able to support a larger lateral acceleration.

[0031] In one embodiment, if Figure 1 As shown, the number of three-phase bridge arm modules is two, for example Figure 1 The three-phase bridge arm module TPB1 and the three-phase bridge arm module TPB2 in the embodiment; the number of power management modules is two, for example Figure 1 The power management module SBC_1 and the power management module SBC_2 in the apparatus; any one of the two three-phase bridge arm modules is used to connect the first three-phase end of the motor M, and the other is used to connect the second three-phase end of the motor M; each power management module is connected to the upper bridge arm or the lower bridge arm of at least one three-phase bridge arm module.

[0032] As an example, the motor M is a motor M with dual redundant windings. Exemplarily, the motor M includes six-way windings of ABC and UVW. The first three-phase terminal includes an A terminal, a B terminal and a C terminal. The second three-phase terminal includes a U terminal, a V terminal and a W terminal.

[0033] As an example, any one of the two power management modules is used to connect the upper bridge arm or the lower bridge arm of a three-phase bridge arm module, and the other is used to connect the upper bridge arm or the lower bridge arm of another three-phase bridge arm module. Figure 1 As shown, each power management module is respectively connected to the upper bridge arm or the lower bridge arm of the two three-phase bridge arm modules. For example, the power management module SBC_1 is connected to the lower bridge arm of TPB1 of the three-phase bridge arm module and the lower bridge arm of TPB2 of the three-phase bridge arm module, and the power management module SBC_2 is connected to the lower bridge arm of TPB1 of the three-phase bridge arm module and the lower bridge arm of TPB2 of the three-phase bridge arm module.

[0034] In this example, when any one of the three-phase bridge arm modules fails, and / or any one of the power management modules fails, the normally operating three-phase bridge arm module and power management module can also promptly control the motor M to self-lock under the control of the first control signal.

[0035] In this embodiment, the number of three-phase bridge arm modules is two; the number of power management modules is two; any one of the two three-phase bridge arm modules is used to connect the first three-phase end of the motor M, and the other is used to connect the second three-phase end of the motor M; each power management module is connected to the upper bridge arm or the lower bridge arm of at least one three-phase bridge arm module to realize redundant control of the motor M.

[0036] In one embodiment, the power management module (SBC_1 or SBC_2) includes a system basic chip and a capacitor circuit; the capacitor circuit is arranged in series between the first power supply terminal and the ground; the power supply terminal of the system basic chip is connected to the connection node between the capacitor circuit and the first power supply terminal 12V, the output terminal of the system basic chip is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and the control terminal of the system basic chip is used to connect the control module, and is used to output an electrical signal to the upper bridge arm or the lower bridge arm to conduct when receiving the control signal of the control module.

[0037] As an example, the System Basis Chip (SBC) is an independent chip that includes power supply, communication, monitoring and diagnosis, safety monitoring and other features as well as GPIO.

[0038] As an example, the capacitor circuit includes at least one capacitor. The capacitor is a capacitor with a reserve voltage capability (C_reserve). The first power supply terminal 12V is used to connect a power supply. The power supply can be a low-voltage battery in a vehicle or a high-voltage power battery. The first power supply terminal 12V is connected to the low-voltage battery or the high-voltage power battery through a voltage conversion circuit. The voltage conversion circuit is a DC / DC conversion circuit. The voltage of the first power supply terminal 12V is 12V.

[0039] In this example, the power supply terminal of the system basic chip is connected to the connection node between the capacitor circuit and the first power supply terminal 12V, the output terminal of the system basic chip is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and the control terminal of the system basic chip is used to connect the control module, and is used to output an electrical signal to the upper bridge arm or the lower bridge arm when receiving the control signal of the control module. By setting the capacitor circuit in series between the first power supply terminal 12V and the ground, when the power supply path of the first power supply terminal 12V fails, the capacitor circuit can provide a high voltage output in a short time to ensure the reliability of the power management module.

[0040] In one embodiment, the motor drive circuit includes a bridge arm drive module; the bridge arm drive module (GDU_1 or GDU_2) is connected to the three-phase bridge arm module, used to connect to the control module, receive the second control signal output by the control module, and drive the three-phase bridge arm module to work according to the second control signal.

[0041] Among them, the bridge arm driving module (GDU_1 or GDU_2) includes a gate driver chip. The gate driver chip is connected to the gate of each upper bridge transistor or lower bridge transistor in the three-phase bridge arm module, and is connected to the control module, receives the second control signal output by the control module, and drives the three-phase bridge arm module to work according to the second control signal. In this embodiment, the bridge arm driving module (GDU_1 or GDU_2) is connected to the three-phase bridge arm module, is used to connect to the control module, receives the second control signal output by the control module, and drives the three-phase bridge arm module to work according to the second control signal to ensure the normal operation of the motor M.

[0042] The present embodiment provides a wire-controlled steering system, including a control module and the above-mentioned motor drive circuit; the control module is connected to the power management module, and is used to output a first control signal to the power management module, so that when the power management module receives the first control signal, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to turn on, so as to make the motor M self-locking.

[0043] In this embodiment, the control module detects the state of the vehicle, determines that the wheel-end actuator of the vehicle is faulty, and when yaw control is required, outputs a first control signal to the power management module, so that when the power management module receives the first control signal, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to conduct, so as to make the motor M self-locking, thereby allowing the wheel corresponding to the faulty wheel-end actuator to change from a free state to a fixed state, reducing the rotational freedom of the wheels of the entire vehicle, making the lateral backup control strategy simpler, and being able to support greater lateral acceleration.

[0044] This embodiment provides a vehicle, including a wheel-end actuator, a motor M and the above-mentioned steer-by-wire system; the wheel-end actuator is used to connect the wheels; the motor M is connected to the three-phase bridge arm module and the wheel-end actuator.

[0045] This embodiment provides a vehicle wire control steering method, such as Figure 2 As shown, it is applied to the above-mentioned vehicle, including: S201: Acquire the actual measured state data of the vehicle.

[0046] S202: When the measured state data satisfies the yaw control condition, determining the faulty wheel-end actuator.

[0047] S203: Control the upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator to be turned on, and execute the vehicle lateral control strategy.

[0048] The measured state data refers to the state data of the vehicle. For example, the measured state data includes the wheel-end actuator state data and wheel angle, etc. The wheel-end actuator state data includes fault codes. The wheel angle includes vehicle speed, steering wheel angle, steering wheel speed, yaw angular velocity and lateral acceleration, and friction coefficient between tire and road surface.

[0049] As an example, in step S201, the control module may obtain the measured state data through a sensor, or may obtain the measured state data through a CAN communication bus on the vehicle.

[0050] As an example, in step S202, the yaw control condition is a condition for determining whether the vehicle has steering failure and whether the motor M can be safely controlled to self-lock. When the measured state data meets the yaw control condition, the faulty wheel-end actuator is determined. In this example, based on the measured state data, it is determined whether the vehicle has steering failure and whether the motor M can be safely controlled to self-lock, and then the faulty wheel-end steering gear, i.e., the faulty wheel-end actuator, is used to determine whether the wheel-end steering gear corresponding to the front wheels of the vehicle has steering failure or the wheel-end steering gear corresponding to the rear wheels of the vehicle has steering failure.

[0051] As an example, in step S203, the upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator is controlled to be turned on, and the vehicle lateral control strategy is executed. For example, when the wheel-end actuator of the front wheel of the vehicle fails, the control module controls the upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator of the front wheel of the vehicle to be turned on.

[0052] In this embodiment, the measured state data of the vehicle is obtained. When the measured state data meets the yaw control condition, the faulty wheel-end actuator is determined, the upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator is controlled to be turned on, and the vehicle lateral control strategy is executed, so that the motor M corresponding to the wheel with failed steering is self-locked, and the free state is changed to a fixed state. Therefore, it is only necessary to execute the vehicle lateral control strategy to control the torque and lateral acceleration of the wheel motor M whose steering is not failed. When the vehicle has steering failure, it can still achieve pull-over parking according to the driver's steering intention.

[0053] In one embodiment, the measured state data includes wheel-end actuator state data and wheel angle; the yaw control condition includes that the wheel-end actuator state data satisfies a double-point failure condition and the wheel angle satisfies a preset angle.

[0054] The wheel-end actuator state data includes actuator fault diagnosis information, such as a wheel-end actuator fault code, a warning signal, etc. The preset angle is a custom-set angle. Preferably, the preset angle is zero degrees.

[0055] In this embodiment, the control module can determine whether the wheel-end actuator has a double-point failure according to the fault code, warning signal, etc. of the wheel-end actuator. Double-point failure refers to the simultaneous occurrence of two fault points in the wheel-end actuator. When the wheel-end actuator status data meets the double-point failure condition and the wheel angle meets the preset angle, the motor M is self-locked to prevent the wheel corresponding to the faulty wheel-end actuator from being stuck in a non-neutral position when a double-point failure occurs suddenly on a curve, resulting in abnormal controllability of the vehicle and improving vehicle safety.

[0056] This embodiment provides a control module, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the above-mentioned vehicle wire-controlled steering method is implemented.

[0057] This embodiment provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the above-mentioned vehicle wire control steering method is implemented.

[0058] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A motor drive circuit, characterized in that: Including three-phase bridge arm module and power management module; The three-phase bridge arm module is used to connect the motor and drive the motor to work; The power management module is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and is used to connect to the control module. When receiving the first control signal of the control module, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to conduct, so that the motor can self-lock.

2. The motor drive circuit according to claim 1, characterized in that: The number of the three-phase bridge arm modules is two; the number of the power management modules is two; Any one of the two three-phase bridge arm modules is used to connect the first three-phase end of the motor, and the other is used to connect the second three-phase end of the motor; Each of the electric pipe management modules is connected to an upper bridge arm or a lower bridge arm of at least one of the three-phase bridge arm modules.

3. The motor drive circuit according to claim 1, characterized in that: The power management module includes a system basis chip and a capacitor circuit; The capacitor circuit is arranged in series between the first power supply terminal and the ground; The power supply end of the system basic chip is connected to the connection node between the capacitor circuit and the first power supply end, the output end of the system basic chip is connected to the upper bridge arm or the lower bridge arm of the three-phase bridge arm module, and the control end of the system basic chip is used to connect the control module, and is used to output an electrical signal to the upper bridge arm or the lower bridge arm to conduct when receiving the control signal of the control module.

4. The motor drive circuit according to claim 1, characterized in that: The motor drive circuit includes a bridge arm drive module; the bridge arm drive module is connected to the three-phase bridge arm module, used to connect to the control module, receive a second control signal output by the control module, and drive the three-phase bridge arm module to work according to the second control signal.

5. A steer-by-wire system, characterized in that: comprising a control module and a motor drive circuit as claimed in any one of claims 1 to 4; The control module is connected to the power management module, and is used to output a first control signal to the power management module, so that when the power management module receives the first control signal, it outputs an electrical signal to the upper bridge arm or the lower bridge arm to turn on, so that the motor self-locks.

6. A vehicle, characterized in that: It comprises a wheel-end actuator, a motor and the wire-controlled steering system as claimed in claim 5; the wheel-end actuator is used to connect the wheel; the motor is connected to the three-phase bridge arm module and the wheel-end actuator.

7. A vehicle steer-by-wire method, characterized in that: Applicable to the vehicle according to claim 6, comprising: Acquiring measured state data of the vehicle; When the measured state data satisfies the yaw control condition, determining the faulty wheel-end actuator; The upper bridge arm or the lower bridge arm of the three-phase bridge arm module corresponding to the faulty wheel-end actuator is controlled to be turned on, and the vehicle lateral control strategy is executed.

8. The vehicle steer-by-wire method according to claim 7, characterized in that: The measured state data includes wheel end actuator state data and wheel angle; The yaw control condition includes that the wheel-end actuator state data satisfies a double-point failure condition and the wheel angle satisfies a preset angle.

9. A control module, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle steer-by-wire method as described in any one of claims 7 to 8 is implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the vehicle steer-by-wire method according to any one of claims 7 to 8 is implemented.

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