Active steering control method, steering system and vehicle

Abstract

The invention provides an active steering control method, a steering system and a vehicle. The control method is used for the steering system, the steering system comprises a fault wake-up circuit, a first control circuit and a second control circuit, the first control circuit and the second control circuit are used for controlling the steering angle of vehicle wheels, and the method comprises the steps that the fault wake-up circuit receives a signal sent by the first control circuit; and the fault wake-up circuit controls the working state of the second control circuit based on the signal. According to the method, the working state of the second control circuit is controlled through the fault wake-up circuit, so that the energy consumption of the redundant module during normal operation of the vehicle is reduced, and the fault rate of the redundant module is reduced while the endurance mileage of the vehicle is increased.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically to an active steering control method, a steering system and a vehicle. Background Art

[0002] The existing rear-wheel active steering system uses a redundant module to detect the operating status of the rear-wheel steering ECU in real time or at a fixed time, so as to trigger the redundant mechanism at the first time. However, the operation of the redundant module will increase energy consumption and also increase the failure rate of the redundant module. Summary of the invention

[0003] The present application is proposed in view of the above problems. The present application provides an active steering control method, a steering system and a vehicle, which can reduce the energy consumption and failure rate of redundant modules.

[0004] According to a first aspect of the present application, a control method for active steering is provided, which is used for a steering system. The steering system includes a fault wake-up circuit, a first control circuit and a second control circuit for controlling the steering angle of vehicle wheels. The control method includes:

[0005] The fault wake-up circuit receives a signal sent by the first control circuit;

[0006] The fault wake-up circuit controls a working state of the second control circuit based on the signal.

[0007] According to one embodiment of the present application, the signal includes: a first signal sent when the first control circuit is in a normal operating state, and a second signal sent when the first control circuit is in an abnormal operating state;

[0008] The fault wake-up circuit controls the working state of the second control circuit based on the signal, including:

[0009] In response to the first signal, the fault wake-up circuit puts the second control circuit into hibernation;

[0010] In response to the second signal, the fault wake-up circuit wakes up the second control circuit.

[0011] According to an embodiment of the present application, the first signal and the second signal are both voltage signals, the first signal is greater than or equal to a preset threshold, and the second signal is less than the preset threshold.

[0012] According to an embodiment of the present application, when the first control circuit is in an abnormal operation state, the method for the first control circuit to send the signal includes:

[0013] After the first control circuit detects an abnormality in itself, it outputs a second signal to the fault wake-up circuit, wherein the second signal is a zero voltage signal; or,

[0014] The first control circuit stops outputting the voltage signal to the fault wake-up circuit.

[0015] According to one embodiment of the present application, the control method further includes:

[0016] When the fault awakening circuit awakens the second control circuit and the second control circuit is in an operating state, the second control circuit controls the steering angle of the rear wheels of the vehicle.

[0017] According to an embodiment of the present application, the vehicle is further provided with a rear wheel angle sensor. When the rear wheel angle sensor fails, the second control circuit controls the steering angle of the rear wheels of the vehicle including:

[0018] The second control circuit controls the rear wheels of the vehicle to return to the center at a preset angular velocity based on the third signal obtained from the first control circuit.

[0019] According to one embodiment of the present application, the third signal is rear wheel steering angle history information stored by the first control circuit.

[0020] According to one embodiment of the present application, the vehicle is further provided with a rear wheel steering angle sensor, a braking system, and a third control circuit for driving the front wheels of the vehicle to steer; the second control circuit controls the steering angle of the rear wheels of the vehicle including:

[0021] When the second control circuit enters the operating state, the second control circuit obtains current front wheel steering angle information from the third control circuit, obtains rear wheel steering angle information from the rear wheel steering angle sensor, and obtains front wheel speed information, rear wheel speed information and vehicle yaw rate information from the braking system;

[0022] The second control circuit controls a steering angle of rear wheels of the vehicle based on the front wheel steering angle information, the rear wheel steering angle information, the front wheel speed information, the rear wheel speed information, and the yaw rate information.

[0023] According to a second aspect of the present application, a steering system is provided, comprising a fault wake-up circuit, a first control circuit and a second control circuit for controlling a steering angle of a vehicle wheel, wherein the first control circuit and the second control circuit are electrically connected to the fault wake-up circuit respectively;

[0024] The first control circuit is used to send a corresponding signal according to the circuit state;

[0025] The fault wake-up circuit is used to receive the signal and control the working state of the second control circuit based on the signal.

[0026] According to one embodiment of the present application, the first control circuit is electrically connected to the second control circuit;

[0027] The first control circuit includes a first communication circuit, a first processor and a first motor driving circuit, and the first processor is connected to the first communication circuit and the first motor driving circuit respectively;

[0028] The second control circuit includes a second communication circuit, a second processor and a second motor drive circuit, and the second processor is connected to the second communication circuit and the second motor drive circuit respectively;

[0029] The first motor driving circuit and the second motor driving circuit are used to control the wheel steering motor.

[0030] According to one embodiment of the present application, the vehicle is also provided with a rear wheel angle sensor, a braking system and a third control circuit for driving the front wheel steering of the vehicle, and the second control circuit is also respectively connected to the third control circuit, the rear wheel angle sensor and the braking system.

[0031] According to a third aspect of the present application, a vehicle is provided, comprising the above-mentioned steering system.

[0032] The active steering control method of the present application controls the working state of the second control circuit through a fault wake-up circuit, thereby reducing energy consumption during normal operation of the vehicle, improving the vehicle's cruising range while also reducing the failure rate of the redundant control circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The above and other purposes, features and advantages of the present invention will become more apparent by describing the embodiments of the present invention in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0034] Figure 1 is a schematic flow chart of a control method for active steering according to an embodiment of the present application;

[0035] Figure 2 is a schematic flow chart of a control method of a rear wheel active steering system according to an embodiment of the present application;

[0036] Figure 3 is a schematic structural diagram of a steering system according to an embodiment of the present application;

[0037] Figure 4 is a schematic structural diagram of a first control circuit and a second control circuit in a steering system according to an embodiment of the present application;

[0038] Figure 5 is a schematic structural diagram of a rear wheel active steering system according to an embodiment of the present application;

[0039] Figure 6 is a schematic structural diagram of a fault wake-up circuit according to an embodiment of the present application;

[0040] Figure 7 It is a schematic structural diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical scheme and advantages of the present invention more obvious, the exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments of the present invention, and it should be understood that the present invention is not limited to the exemplary embodiments described herein. Based on the embodiments of the present invention described in the present invention, all other embodiments obtained by those skilled in the art without creative work should fall within the protection scope of the present invention.

[0042] In response to the problem that redundant modules in the control method of the existing rear-wheel active steering system increase energy consumption and also increase the failure rate of the redundant modules, the present application proposes an active steering control method, steering system and vehicle, which can reduce the energy consumption and failure rate of the redundant modules, which are described in detail below.

[0043] First, refer to Figure 1 To describe the control method of active steering according to an embodiment of the present application.

[0044] The present application provides an active steering control method for a steering system, wherein the steering system comprises a fault wake-up circuit, a first control circuit and a second control circuit for controlling the steering angle of vehicle wheels, such as Figure 1 As shown, the control method includes steps S110 to S120.

[0045] In step S110 , the fault awakening circuit receives a signal sent by the first control circuit.

[0046] In the present application, the steering system is used to realize the wheel steering of the vehicle. When the vehicle is driving at a low speed, the wheel steering can suppress understeering and improve the steering maneuverability in a narrow space; when the vehicle is driving at a high speed, it can suppress oversteering and improve the handling stability. The wheel here can be the front wheel of the vehicle or the rear wheel of the vehicle.

[0047] In the present application, the first control circuit and the second control circuit are both used to control the steering angle of the vehicle wheels. In the steering system, the first control circuit and the second control circuit constitute a redundant control circuit. In the present application, when the first control circuit is not faulty, it is used as a control circuit to control the steering angle of the rear wheels of the vehicle.

[0048] In the present application, the signal sent by the first control circuit to the fault wake-up circuit can be a voltage signal or a current signal. Preferably, the signal is a voltage signal, and the use of a voltage signal can simplify the processing circuit and reduce the failure rate of the device.

[0049] In step S120 , the fault awakening circuit controls the working state of the second control circuit based on the signal.

[0050] In the present application, the working state of the second control circuit may include a sleep state and a running state. Specifically, when a signal is input to the second control circuit, the second control circuit is in a running state, and when the input signal is interrupted to the second control circuit, the second control circuit is in a sleep state, and the power consumption of the second control circuit is zero.

[0051] The active steering control method of the present application controls the working state of the second control circuit through a fault wake-up circuit, thereby reducing the energy consumption of the second control circuit as a redundant module during normal operation of the vehicle, improving the vehicle's cruising range while also reducing the failure rate of the redundant module.

[0052] According to one embodiment of the present application, the signal includes: a first signal sent when the first control circuit is in a normal operating state, and a second signal sent when the first control circuit is in an abnormal operating state;

[0053] The fault wake-up circuit controls the working state of the second control circuit based on the signal, including:

[0054] In response to the first signal, the fault awakening circuit puts the second control circuit into hibernation;

[0055] In response to the second signal, the fault wake-up circuit wakes up the second control circuit.

[0056] In this embodiment, when the first control circuit is in a normal operating state, a first signal is sent; when the first control circuit is in an abnormal operating state, a second signal is sent.

[0057] Here, the circuit operation state of the first control circuit includes at least a normal operation state and an abnormal operation state. Specifically, the abnormal operation state may be a hardware abnormality or a software abnormality, or an abnormality in some modules of the first control circuit or an abnormality in the entire first control circuit.

[0058] It should be noted that the present application does not specifically limit the form of the abnormal state of the first control circuit.

[0059] Specifically, the first signal and the second signal may be voltage signals of two different volt values ​​of the first control circuit in different circuit operation states. For example, the volt value of the voltage signal output by the first control circuit in a normal operation state is higher than the volt value of the voltage signal output by the first control circuit in an abnormal operation state.

[0060] Different circuit operation states are identified through different voltage signals, the circuit is easy to implement, and equipment costs are saved.

[0061] In response to the first signal, the fault awakening circuit puts the second control circuit into sleep mode. Specifically, the fault awakening circuit may interrupt a power signal of the second control circuit, thereby putting the second control circuit into sleep mode.

[0062] In response to the second signal, the fault awakening circuit awakens the second control circuit. Specifically, the fault awakening circuit can provide a power signal to the second control circuit, so that the second control circuit is in an operating state driven by the power signal.

[0063] In the normal operation state, the fault awakening circuit interrupts the power supply signal of the second control circuit, thereby reducing the energy consumption of the steering system and reducing the failure rate of the second control circuit.

[0064] According to an embodiment of the present application, the first signal and the second signal are both voltage signals, the second voltage signal is less than a preset threshold, and the first signal is greater than or equal to the preset threshold.

[0065] Here, the preset threshold value may be a predetermined voltage value, which may be obtained by calibration. The specific calibration method may adopt an existing method, which will not be described in detail here.

[0066] By having the second signal be less than a preset threshold, it is possible to wake up the second control circuit and put it into operation when the first signal is zero volts when a hardware failure occurs in the entire first control circuit. It is also possible to wake up the second control circuit and put it into operation when a hardware failure or a software failure occurs in part of the first control circuit and a second signal with a volt value less than a preset threshold is output.

[0067] According to an embodiment of the present application, when the first control circuit is in an abnormal operation state, the method for the first control circuit to send a signal includes:

[0068] After the first control circuit detects an abnormality in itself, it outputs a second signal to the fault wake-up circuit, where the second signal is a zero voltage signal; or,

[0069] The first control circuit stops outputting a voltage signal to the fault awakening circuit.

[0070] For example, when the first control circuit fails and the diagnostic system has not failed, the diagnostic system detects an internal failure signal, and the redundant startup program in the first control circuit outputs a zero voltage signal to actively disconnect from the fault wake-up circuit; when the diagnostic system also fails, the redundant startup program is passively powered off, and the first control circuit stops outputting voltage signals.

[0071] Through the above two methods, when the first control circuit has a local hardware failure or a local software failure, or a complete circuit hardware failure or a complete software failure, the second control circuit as a redundancy can be controlled to enter an operating state, thereby improving the reliability of the steering system and ensuring the driving safety of the vehicle.

[0072] According to one embodiment of the present application, the control method further includes:

[0073] When the fault awakening circuit awakens the second control circuit and the second control circuit is in an operating state, the second control circuit controls the steering angle of the rear wheels of the vehicle.

[0074] In a specific implementation, the vehicle is further provided with a rear wheel steering angle sensor. When the rear wheel steering angle sensor fails, the second control circuit controls the steering angle of the rear wheels of the vehicle including:

[0075] The second control circuit controls the rear wheels of the vehicle to return to the center at a preset angular velocity based on the third signal obtained from the first control circuit.

[0076] In a specific implementation, the third signal is the rear wheel steering angle history information stored by the first control circuit. Specifically, the rear wheel steering angle history information may be the most recent steering angle value stored in the memory of the first control circuit after the first control circuit wakes up the second control circuit. After receiving the request of the second control circuit, the first control circuit sends the most recent steering angle value in the memory to the second control circuit.

[0077] The second control circuit controls the rear wheels of the vehicle to return to the center at a preset angular velocity based on the rear wheel turning angle history information, that is, the wheel angle is zero.

[0078] In the rear wheel alignment step proposed in this embodiment, it is determined whether the rear wheel has been restored to the correct position based on the steering wheel angle, the wheel speeds of each wheel and the vehicle yaw angular velocity. If the rear wheel has been restored to the correct position, the rear wheel steering is stopped to restore the vehicle to the pure front wheel steering mode.

[0079] By controlling the steering angle of the rear wheels of the vehicle through the method of this embodiment, the rear wheels of the vehicle can be straightened when the rear wheel steering angle sensor of the vehicle cannot work normally and cannot collect the rear wheel steering angle signal, thereby ensuring the safety of the vehicle and avoiding the safety hazard caused by the vehicle continuing to drive with the rear wheels having a steering angle. This effectively solves the problem that when the rear wheel steering angle sensor module fails based on angle closed-loop control, the redundant function will also fail.

[0080] In a specific implementation, the vehicle is further provided with a rear wheel steering angle sensor, a braking system, and a third control circuit for driving the front wheels of the vehicle to steer; the second control circuit controls the steering angle of the rear wheels of the vehicle including:

[0081] When the second control circuit enters the running state, the second control circuit obtains the current front wheel steering angle information from the third control circuit, obtains the rear wheel steering angle information from the rear wheel steering angle sensor, and obtains the front wheel speed information, the rear wheel speed information and the yaw angular velocity information of the vehicle from the braking system;

[0082] The second control circuit controls the steering angle of the rear wheels of the vehicle based on the front wheel steering angle information, the rear wheel steering angle information, the front wheel speed information, the rear wheel speed information and the yaw rate information.

[0083] Here, when the rear wheel steering angle sensor works normally, the second control circuit calculates the optimal rear wheel steering angle value according to the front and rear wheel steering angles, the wheel speeds of each wheel and the yaw angle signal; and controls the steering angle of the vehicle's rear wheels based on the calculated rear wheel steering angle value.

[0084] The active steering control method of the present application can be applied to the front wheels of a vehicle or to the rear wheels of a vehicle.

[0085] Next, refer to Figure 2 A control method of a rear wheel active steering system according to an embodiment of the present application is described.

[0086] In this embodiment, the first control circuit is a rear wheel steering ECU, and the second control circuit is a redundant ECU.

[0087] The control method of this embodiment includes the following steps:

[0088] Step 1: The rear-wheel steering ECU fails. When the diagnostic system is not failed, an internal failure signal is detected and the redundant startup program actively disconnects from the redundant ECU wake-up module. When the diagnostic system also fails, the redundant startup program is passively powered off.

[0089] Step 2: When the hard-line voltage transmitted by the rear-wheel steering ECU is less than the calibrated threshold value, the voltage supplied by the power supply is turned on to wake up the redundant ECU.

[0090] Step 3: When the rear wheel steering angle sensor works normally, the optimal rear wheel steering angle is calculated based on the front and rear wheel steering angles, wheel speeds and yaw angle signals. If the rear wheel steering angle is also damaged at this time, but the rear wheel ECU only fails in the execution system, the rear wheel ECU will pass the last rear wheel steering angle value memorized in the memory to the redundant ECU, and the rear wheel will return to normal at the calibrated uniform speed value.

[0091] Step 4: Based on the angle value of the rotation angle, determine the motor torque executed by the motor and control the motor.

[0092] In this embodiment, when the angle sensor fails, the rear wheel ECU is used to transmit the last rear wheel angle value, and the rear wheel ECU performs rear wheel return control based on this. Due to sensor accuracy, signal interference and other reasons, the calculation requirements cannot be 100% met. At this time, the steering wheel angle, the wheel speed of each wheel, and the vehicle yaw rate and other inputs can be used to determine whether to return to the center using a judgment strategy. When the left and right wheel speed difference of the front wheel is 0, the left and right wheel speed difference of the rear wheel is 0, and the yaw rate lateral acceleration value is 0, and the steering wheel angle is 0, it means that the centering has been completed, and the return rotation is completed, otherwise the rear wheel will return to the center at the default speed (1° / s).

[0093] Next, refer to Figure 3 A steering system according to an embodiment of the present application is described.

[0094] In this embodiment, the steering system 300 includes a fault awakening circuit 330, a first control circuit 310 and a second control circuit 320 for controlling the steering angle of the vehicle wheels, and the first control circuit 310 and the second control circuit 320 are electrically connected to the fault awakening circuit 330 respectively;

[0095] A first control circuit 310, configured to send a corresponding signal according to a circuit state;

[0096] The fault awakening circuit 330 is used to receive a signal and control the working state of the second control circuit based on the signal.

[0097] In this embodiment, the fault awakening circuit 330 is connected to the power supply 340 , and the power supply 340 may also be connected to the first control circuit 310 . The power supply 340 is used to supply power to the first control circuit 310 and the second control circuit 320 .

[0098] In this embodiment, the first control circuit 310 and the second control circuit 320 can constitute a redundant control circuit. When the first control circuit 310 is working, the fault wake-up circuit 330 may not supply power to the second control circuit 320. When the first control circuit 310 fails, the fault wake-up circuit 330 may supply power to the second control circuit 320, and the second control circuit 320 starts to operate.

[0099] The steering system of the present application controls the working state of the second control circuit through a fault wake-up circuit, so that it can have zero power consumption in its sleep state, reducing the energy consumption of the redundant module during normal operation of the vehicle, improving the vehicle's cruising range while also reducing the failure rate of the redundant module.

[0100] Next, refer to Figure 4 The first control circuit and the second control circuit in the steering system according to one embodiment of the present application are described.

[0101] According to one embodiment of the present application, the first control circuit 410 and the second control circuit 420 are electrically connected;

[0102] The first control circuit 410 includes a first communication circuit 411, a first processor 412 and a first motor drive circuit 413. The first processor 412 is respectively connected to the first communication circuit 411 and the first motor drive circuit 413. Specifically, the first processor 412 can be interconnected and communicated with the first communication circuit 411 and the first motor drive circuit 413 through a communication bus and / or other forms of connection mechanisms.

[0103] The second control circuit 420 includes a second communication circuit 421, a second processor 422 and a second motor drive circuit 423. The second processor 422 is respectively connected to the second communication circuit 421 and the second motor drive circuit 422. Specifically, the second processor 422 can be interconnected and communicated with the second communication circuit 421 and the second motor drive circuit 422 through a communication bus and / or other forms of connection mechanisms.

[0104] In this embodiment, the first control circuit 410 and the second control circuit 420 are respectively connected to each other through the first communication circuit 411 and the second communication circuit 412. The first communication circuit 411 and the second communication circuit 412 are used for data transmission and reception and signal access, where the signal may include but is not limited to a power supply signal, a sensor acquisition signal, etc.

[0105] In this embodiment, the first processor 412 and the second processor 422 can be a microcontroller unit (MCU), a central processing unit (CPU), a digital signal processor (DSP), a single-chip microcomputer and an embedded device, or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and can control other components to perform desired functions.

[0106] The first control circuit 410 and the second control circuit 420 may further include a memory, which may be a computer-readable storage medium in various forms, such as a volatile memory and / or a non-volatile memory. The volatile memory may include, for example, a random access memory (RAM), a cache memory (cache), a synchronous dynamic random access memory (SDRAM), etc. The non-volatile memory may include, for example, a read-only memory (ROM), a hard disk, a flash memory (Flash), etc. One or more computer program instructions may also be stored in the memory, and the memory may run the program instructions to implement the control method of active steering in the embodiment of the present invention described above.

[0107] In this embodiment, the first motor driving circuit and the second motor driving circuit are used to control the wheel steering motor.

[0108] It should be noted that Figure 4 The components and structures of the control device circuit shown are merely exemplary and non-limiting. The control circuit may also have other components and structures as required.

[0109] According to one embodiment of the present application, the vehicle is also provided with a rear wheel angle sensor, a braking system and a third control circuit for driving the front wheel steering of the vehicle, and the second control circuit is also respectively connected to the third control circuit, the rear wheel angle sensor and the braking system.

[0110] Next, refer to Figure 5 A rear wheel active steering system according to another embodiment of the present application will be described.

[0111] In this embodiment, the first control circuit and the second control circuit are rear-wheel steering ECU and redundant ECU, and the third control circuit is front-wheel steering ECU. ECU is composed of microprocessor (CPU), memory (ROM, RAM), input / output interface, analog-to-digital converter, and large-scale integrated circuits such as shaping and driving.

[0112] The redundant ECU includes a fault wake-up module, a steering angle calculation module and a motor control module, which are used for module wake-up respectively. The rear wheel performs steering angle calculation and motor control. The fault wake-up module wakes up the redundant ECU by outputting a power signal to the steering angle calculation module and the motor control module. Figure 5In the redundant ECU external connection, the solid line is the hard line, and the dotted line is the controller area network (CAN) bus or CAN with Flexible Data Rate (CAN with Flexible Data Rate) rate, CANFD) bus, the dotted line is a schematic line, in which the front wheel steering ECU transmits the front wheel angle signal to the rear wheel steering ECU and the angle calculation module through the CAN / CANFD line, the power supply supplies power to the fault wake-up module and the rear wheel steering ECU, the braking system transmits the wheel speed signal and the yaw rate signal of each of the four wheels to the angle calculation module, the rear wheel angle sensor transmits the rear wheel angle to the rear wheel ECU and the angle calculation module, the rear wheel steering ECU wakes up the redundant ECU and transmits the most recent angle value in the memory to the angle calculation module, the angle calculation module uses the most recent angle value as the current rear wheel angle state, the target angle value is 0 degrees, that is, return to the center, using the traditional PID control method, the greater the difference between the rear wheel angle and the target angle, the faster the return speed, the smaller the difference between the rear wheel angle and the target angle, the smaller the return speed, as shown in the following formula (1), and the other parameters are used to calculate whether the return has been made. The power supply supplies power to the redundant ECU and the rear wheel steering ECU.

[0113]

[0114] Among them, u is the rear wheel speed, A is the current turning angle, and A0 is the target turning angle.

[0115] The rear wheel is returned to positive through closed-loop control, that is, A0 = 0. K p , K I and K D The calibration can be adjusted according to the actual road test results to achieve the most stable return action in the shortest time.

[0116] Compared with the existing redundant technology, this embodiment adds a fault wake-up module to reduce the power consumption during normal operation of the vehicle and reduce the failure rate of redundant ECUs; at the same time, it takes into account the algorithm redundancy when the rear wheel angle sensor fails, further improves the redundancy, and improves the reliability of the overall active rear-wheel steering system.

[0117] Next, refer to Figure 6 A fault wake-up circuit according to an embodiment of the present application is described.

[0118] like Figure 6As shown, according to one embodiment of the present application, the fault wake-up circuit includes a voltage comparator, a switching circuit, and a reference signal generator. The reference signal generator is used to generate a voltage signal having a volt value equal to a preset voltage threshold. The first input terminal of the voltage comparator is connected to the voltage signal output terminal of the first control circuit, the second input terminal of the voltage comparator is connected to the reference signal generator, the output terminal of the voltage comparator is connected to the control terminal of the switching circuit, the input terminal of the switching circuit is connected to the power supply, and the output terminal of the switching circuit is connected to the power signal input terminal of the second control circuit.

[0119] In this embodiment, the comparator can be implemented by an operational amplifier. The voltage analog signal output by the first control circuit is connected to the non-inverting terminal of the operational amplifier, and the inverting terminal is connected to the reference voltage signal emitted by the reference signal generator. When it is higher than the reference signal, the operational amplifier outputs a high level; the switch circuit is closed; conversely, when it is lower than the reference signal, the operational amplifier outputs a low level, the switch circuit is turned on, and a power signal is provided to the second control circuit.

[0120] In this embodiment, the switching circuit is equivalent to a control switch. When a control signal is input to the control end of the switching circuit, the input end and the output end of the switching circuit can be turned on. In one embodiment, the switching circuit is a transistor, such as a metal-oxide-semiconductor field-effect transistor (MOSFET), with a gate as a control end, a source connected to a power supply, and a drain connected to a second control circuit.

[0121] An embodiment of the present application also provides a vehicle, comprising the above-mentioned steering system. Figure 7 A vehicle according to an embodiment of the present application is exemplarily shown, and the vehicle includes a steering system.

[0122] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present invention thereto. Various changes and modifications may be made therein by one of ordinary skill in the art without departing from the scope and spirit of the present invention. All such changes and modifications are intended to be included within the scope of the present invention as required by the appended claims.

[0123] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0124] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed.

[0125] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0126] Similarly, it should be understood that in order to streamline the present invention and help understand one or more of the various inventive aspects, in the description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present invention should not be interpreted as reflecting the following intention: the claimed invention requires more features than the features explicitly stated in each claim. More specifically, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby expressly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present invention.

[0127] It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0128] In addition, those skilled in the art will appreciate that, although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present invention and form different embodiments. For example, in the claims, any one of the claimed embodiments may be used in any combination.

[0129] The various component embodiments of the present invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or digital signal processor (DSP) may be used in practice to implement some or all of the functions of some modules in the article analysis device according to an embodiment of the present invention. The present invention may also be implemented as a device program (e.g., a computer program and a computer program product) for executing part or all of the methods described herein. Such a program implementing the present invention may be stored on a computer-readable medium, or may be in the form of one or more signals. Such a signal may be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0130] It should be noted that the above embodiments illustrate the present invention rather than limit it, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets shall not be construed as a limitation on the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention may be implemented by means of hardware comprising a number of different elements and by means of a suitably programmed computer. In a unit claim enumerating a number of devices, several of these devices may be embodied by the same hardware item. The use of the words first, second, and third, etc., does not indicate any order. These words may be interpreted as names.

[0131] The above is only a specific embodiment of the present invention or an explanation of a specific embodiment. The protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. The protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A control method for active steering, used in a steering system, characterized in that: The steering system includes a fault wake-up circuit, a first control circuit and a second control circuit for controlling the steering angle of vehicle wheels, and the control method includes: The fault wake-up circuit receives a signal sent by the first control circuit; The fault wake-up circuit controls a working state of the second control circuit based on the signal.

2. The active steering control method according to claim 1, characterized in that: The signal includes: a first signal sent when the first control circuit is in a normal operating state, and a second signal sent when the first control circuit is in an abnormal operating state; The fault wake-up circuit controls the working state of the second control circuit based on the signal, including: In response to the first signal, the fault wake-up circuit puts the second control circuit into hibernation; In response to the second signal, the fault wake-up circuit wakes up the second control circuit.

3. The active steering control method according to claim 2, characterized in that: The first signal and the second signal are both voltage signals, the first signal is greater than or equal to a preset threshold, and the second signal is less than the preset threshold.

4. The active steering control method according to claim 3, characterized in that: When the first control circuit is in an abnormal operation state, the method for the first control circuit to send the signal includes: After the first control circuit detects an abnormality in itself, it outputs the second signal to the fault wake-up circuit, wherein the second signal is a zero voltage signal; or, The first control circuit stops outputting the voltage signal to the fault wake-up circuit.

5. The active steering control method according to claim 1, characterized in that: The control method further comprises: When the fault awakening circuit awakens the second control circuit and the second control circuit is in an operating state, the second control circuit controls the steering angle of the rear wheels of the vehicle.

6. The active steering control method according to claim 5, characterized in that: The vehicle is also provided with a rear wheel steering angle sensor. When the rear wheel steering angle sensor fails, the second control circuit controls the steering angle of the rear wheels of the vehicle including: The second control circuit controls the rear wheels of the vehicle to return to the center at a preset angular velocity based on the third signal obtained from the first control circuit.

7. The active steering control method according to claim 6, characterized in that: The third signal is the rear wheel steering angle history information stored by the first control circuit.

8. The active steering control method according to claim 6 or 7, characterized in that: The vehicle is also provided with a rear wheel steering angle sensor, a braking system and a third control circuit for driving the front wheels of the vehicle to steer; The second control circuit controls the steering angle of the rear wheels of the vehicle including: When the second control circuit enters the operating state, the second control circuit obtains current front wheel steering angle information from the third control circuit, obtains rear wheel steering angle information from the rear wheel steering angle sensor, and obtains front wheel speed information, rear wheel speed information and vehicle yaw rate information from the braking system; The second control circuit controls a steering angle of rear wheels of the vehicle based on the front wheel steering angle information, the rear wheel steering angle information, the front wheel speed information, the rear wheel speed information, and the yaw rate information.

9. A steering system, characterized in that: It includes a fault awakening circuit, a first control circuit and a second control circuit for controlling the steering angle of vehicle wheels, wherein the first control circuit and the second control circuit are electrically connected to the fault awakening circuit respectively; The first control circuit is used to send a corresponding signal according to the circuit state; The fault wake-up circuit is used to receive the signal and control the working state of the second control circuit based on the signal.

10. The steering system according to claim 9, characterized in that The first control circuit is electrically connected to the second control circuit; The first control circuit includes a first communication circuit, a first processor and a first motor driving circuit, and the first processor is connected to the first communication circuit and the first motor driving circuit respectively; The second control circuit includes a second communication circuit, a second processor and a second motor drive circuit, and the second processor is connected to the second communication circuit and the second motor drive circuit respectively; The first motor driving circuit and the second motor driving circuit are used to control the wheel steering motor.

11. The steering system according to claim 9 or 10, characterized in that: The vehicle is also provided with a rear wheel steering angle sensor, a braking system and a third control circuit for driving the front wheel steering of the vehicle, and the second control circuit is also connected to the third control circuit, the rear wheel steering angle sensor and the braking system respectively.

12. A vehicle, characterized in that: A steering system comprising any one of claims 9-11.

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