Counter electromotive force voltage stabilization absorption protection system for electric control steering wheel of remote cockpit

Abstract

The invention discloses a back electromotive force voltage stabilization absorption protection system for an electric control steering wheel of a remote control cab, belongs to the field of remote control driving, effectively utilizes the electric control steering wheel to generate back electromotive force electric energy, reduces system power consumption, and improves overall stability and reliability of the system. The device mainly comprises a steering wheel and a motor control system, the steering wheel and the motor control system are connected through a shaft, the motor control system is connected with an AC / DC power supply, the motor control system and the AC / DC power supply are connected through a back electromotive force isolation and absorption protector, and the back electromotive force isolation and absorption protector is used for absorbing back electromotive force. And the back electromotive force is isolated at the rear end of the motor control system. The device is mainly used for counter electromotive force voltage stabilization absorption protection of the electric control steering wheel of the remote cockpit.

Description

Technical Field

[0001] The present invention relates to the field of remote driving, and more particularly to an electromotive force voltage stabilizing absorption protection system for an electric control steering wheel of a remote cockpit. Background Art

[0002] With the rapid development of 5G networks, remote driving has become a popular research field. By utilizing the excellent performance of 5G networks, close cooperation and information interaction between the vehicle end and the remote driving end can be easily achieved. Inside a spacious and comfortable remote cockpit, the driver can easily achieve remote control of the vehicle by operating mechanisms such as steering, throttle, and braking according to visual perception. As the core component of the remote cockpit, the electric control steering wheel generally has 1 - 2 motors inside to provide resistance that is opposite to the rotation direction of the user's operation of the steering wheel and is positively correlated in magnitude, so as to simulate the damping feeling during the steering process of a real vehicle.

[0003] Since the rotational speed corresponding to the output frequency of the motor driver is less than the actual rotational speed of the motor, the motor is equivalent to being in a power generation state. The driver outputs mechanical energy to drive the motor to rotate. At this time, the motor is equivalent to a generator, which converts mechanical energy into electrical energy. The faster the driver rotates the steering wheel, the faster the motor rotates, and the higher the back electromotive force voltage generated. At this time, when the excessive back electromotive force is superimposed on the power supply, the actual power supply voltage on the power line increases. The high voltage will damage the power supply or other electrical equipment, and more seriously, it will lead to a steering system failure, resulting in out - of - control remote steering of the vehicle.

[0004] Currently, the general solutions on the market are to connect a "back electromotive force absorber" in parallel or in series on the power line. It mainly detects the magnitude of the power supply voltage in real - time. Once the voltage exceeds a certain threshold, it controls the discharge resistor to work. The discharge resistor generates heat to consume the back electromotive force electrical energy, thereby pulling down the power supply voltage to a reasonable range, further protecting the normal operation of the power supply and other electrical equipment and avoiding being burned out due to excessive back electromotive force voltage. However, this method consumes the back electromotive force electrical energy through the heat generation of the resistor, cannot effectively utilize the back electromotive force electrical energy, has a problem of electrical energy waste, and once the back electromotive force protector fails, it may lead to a high - voltage paralysis failure of the entire power supply system caused by the back electromotive force. Summary of the Invention

[0005] The purpose of the present invention is to provide an electromotive force voltage stabilizing absorption protection system for an electric control steering wheel of a remote cockpit, which effectively utilizes the back electromotive force electrical energy generated by the electric control steering wheel, reduces the system power consumption, and improves the overall stability and reliability of the system.

[0006] The present invention is achieved through the following technical solutions:

[0007] An electromotive force voltage stabilizing absorption protection system for an electronically controlled steering wheel of a remote cockpit, comprising a steering wheel and a motor control system. The steering wheel and the motor control system are connected by a shaft. The motor control system is connected to an AC / DC power supply. The motor control system and the AC / DC power supply are connected through an electromotive force isolation absorption protector. The electromotive force isolation absorption protector is used to absorb the electromotive force and isolate the electromotive force in the motor control system at the rear end, without affecting the actual supply voltage of the AC / DC power supply and other electrical equipment in front of the electromotive force isolation absorption protector.

[0008] Further, the electromotive force isolation absorption protector includes a single-chip microcomputer and a storage battery. The input end of the electromotive force isolation absorption protector is connected to the power input end through a composite diode circuit. The composite diode circuit is respectively connected to the storage battery and the normally open contact of a relay KA1. The coil of the relay KA1 is connected in parallel with the power input end. The relay KA1 is respectively connected to a DC / DC converter and a discharge resistor R3. The DC / DC converter is connected to a three-terminal voltage regulator LDO. The three-terminal voltage regulator LDO is connected to the single-chip microcomputer. The discharge resistor R3 is connected to a field effect transistor MOS1. The G pole of the field effect transistor MOS1 is connected to the PWM terminal of the single-chip microcomputer through a MOS transistor drive circuit. The ADC terminal of the single-chip microcomputer is connected to a voltage dividing circuit one.

[0009] Further, the voltage dividing circuit one includes a series-connected voltage dividing resistor R1 and a voltage dividing resistor R2. The voltage dividing resistor R1 is connected to the positive pole of the power output end. The ADC terminal of the single-chip microcomputer is connected between the voltage dividing resistor R1 and the voltage dividing resistor R2.

[0010] Further, it also includes an indication circuit connected to the single-chip microcomputer. The indication circuit is connected to the three-terminal voltage regulator LDO. The indication circuit includes a red light LED connected to the GPIO terminal of the single-chip microcomputer and a green light LED connected to the GPIO terminal of the single-chip microcomputer. The red light LED is connected to a resistor R4. The green light LED is connected to a resistor R5. The resistor R4 and the resistor R5 are respectively connected to a digital tube display screen. The digital tube display screen is connected to the GPIO terminal of the single-chip microcomputer.

[0011] Further, the resistance ratio of the voltage dividing resistor R1 and the voltage dividing resistor R2 is 30:1.

[0012] Further, the composite diode circuit includes an NMOS transistor and a comparator U1. The positive input terminal of the comparator U1 is connected to the positive power input terminal through a voltage dividing circuit two. The negative input terminal of the comparator U1 is connected to the positive power output terminal through a voltage dividing circuit three. The output terminal of the comparator U1 is connected to the G pole of the NMOS transistor. A startup power supply diode D1 is connected in parallel between the D pole and the S pole of the NMOS transistor.

[0013] Further, the second voltage dividing circuit includes a resistor R10 and a resistor R11. The resistor R10 and the resistor R11 are connected in series, and the positive input terminal of the comparator U1 is connected between the resistor R10 and the resistor R11; the resistance ratio of the resistor R10 to the resistor R11 is 2:1.

[0014] Further, the third voltage dividing circuit includes a resistor R20 and a resistor R21. The resistor R20 and the resistor R21 are connected in series, and the negative input terminal of the comparator U1 is connected between the resistor R20 and the resistor R21; the resistance ratio of the resistor R20 to the resistor R21 is 2:1.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] 1. Lower power consumption, more energy-saving and environment-friendly: The back electromotive force isolation absorption protector with a built-in battery can effectively absorb and store the back electromotive force, and provide the stored back electromotive force electric energy for the steering when the steering system stops rotating.

[0017] 2. Good voltage stabilization effect: The back electromotive force isolation absorption protector with a built-in battery is equivalent to an infinite capacitor, which can effectively stabilize the system output voltage. Compared with the resistor discharge scheme, the voltage fluctuation is relatively smooth and small.

[0018] 3. Good system robustness: Even if the built-in back electromotive force absorption protection device in the back electromotive force isolation absorption protector fails, due to the integrated composite diode circuit inside, it can effectively prevent the high back electromotive force from feeding back to the front end of the back electromotive force isolation absorption protector and affecting the front-stage electrical equipment, and burning out the front-end power supply and electrical equipment.

[0019] 4. Higher reliability: Adopting multi-stage back electromotive force + front and rear isolation protection, that is, the battery absorbs the back electromotive force for voltage stabilization. Once the battery fails, the back electromotive force can be consumed through the discharge resistor. Even if the discharge resistor fails at this time, it will not affect the normal operation of the equipment at the front end of the power input of the back electromotive force isolation absorption protector. Description of the Drawings

[0020] Figure 1 is a schematic structural diagram of the present invention;

[0021] Figure 2 is a circuit schematic diagram of the back electromotive force isolation absorption protector of the present invention;

[0022] Figure 3 is a circuit diagram of the composite diode circuit of the present invention. Detailed Embodiments

[0023] The present invention will be further described below with reference to the drawings.

[0024] Such as Figure 1 – Figure 3As shown in the figure, Embodiment 1: An electromotive force voltage stabilizing absorption protection system for an electronically controlled steering wheel of a remote cockpit, including a steering wheel and a motor control system. The steering wheel and the motor control system are connected by a shaft. The motor control system is connected to an AC / DC power supply. The motor control system and the AC / DC power supply are connected through an electromotive force isolation absorption protector. The electromotive force isolation absorption protector is used to absorb the electromotive force and isolate the electromotive force in the motor control system at the rear end, without affecting the actual supply voltage of the AC / DC power supply and other electrical equipment in front of the electromotive force isolation absorption protector.

[0025] Embodiment 2: An electromotive force voltage stabilizing absorption protection system for an electronically controlled steering wheel of a remote cockpit. The electromotive force isolation absorption protector includes a single-chip microcomputer and a storage battery (for a 12V motor, a 12V lead-acid battery is selected inside. Similarly, for a 24V motor, a 24V lead-acid battery is selected correspondingly). The input end of the electromotive force isolation absorption protector is connected to the power input end through a composite diode circuit. The composite diode circuit is respectively connected to the storage battery and the normally open contact of relay KA1. The coil of relay KA1 is connected in parallel with the power input end. Relay KA1 is respectively connected to a DC / DC converter and a discharge resistor R3. The DC / DC converter is connected to a three-terminal voltage regulator LDO. The three-terminal voltage regulator LDO is connected to the single-chip microcomputer. The discharge resistor R3 is connected to a field-effect transistor MOS1. The G pole of the field-effect transistor MOS1 is connected to the PWM terminal of the single-chip microcomputer through a MOS transistor drive circuit. The ADC terminal of the single-chip microcomputer is connected to a voltage dividing circuit I;

[0026] The output end of the composite diode circuit is connected to the DC / DC converter through the contact of relay KA1, so as to convert the power supply voltage that may be as high as more than 60V of the 12V or 24V superimposed electromotive force voltage (without considering the absorption and voltage stabilization of the 12V or 24V storage battery for the electromotive force) into 5V. Further, the 5V power supply is converted into 3.3V through the three-terminal voltage regulator LDO to supply power to the subsequent single-chip microcomputer minimum system, LED indicator, and digital tube display screen;

[0027] When the driver operates the steering wheel and the motor inside generates an electromotive force, when the generated electromotive force voltage is higher than the voltage of the storage battery, the composite diode circuit is equivalent to an open circuit, and the electromotive force charges the storage battery. The storage battery stabilizes the electromotive force, so that the actual output voltage is maintained at 12V or 24V;

[0028] When the driver does not operate the steering wheel or operates the steering wheel to generate a very small electromotive force, the electromotive force stored in the storage battery at this time can provide electrical energy for the standby of the electronically controlled steering wheel, so as to effectively utilize the electromotive force and reduce the power energy consumption;

[0029] The power input port of the back electromotive force isolation absorption protector is connected in parallel with the coil of relay KA1. When there is power at the power input terminal, it controls the normally open contact of relay KA1 to close; otherwise, it controls the contact of relay KA1 to open. Thus, when the power input terminal is invalid, the internal battery cannot supply power to the subsequent system through relay KA1, avoiding the situation that the battery may supply power to the system for a long time, resulting in a continuous voltage drop and abnormal system operation. At the same time, it avoids the battery life attenuation or damage caused by the battery being in a discharge state for a long time;

[0030] The first voltage dividing circuit includes a series-connected voltage dividing resistor R1 and voltage dividing resistor R2. The voltage dividing resistor R1 is connected to the positive pole of the power output terminal, and the ADC terminal of the single-chip microcomputer is connected between the voltage dividing resistor R1 and the voltage dividing resistor R2. It also includes an indication circuit connected to the single-chip microcomputer. The indication circuit is connected to the three-terminal voltage regulator LDO. The indication circuit includes a red LED connected to the GPIO terminal of the single-chip microcomputer and a green LED connected to the GPIO terminal of the single-chip microcomputer. The red LED is connected to the resistor R4, and the green LED is connected to the resistor R5. The resistor R4 and the resistor R5 are respectively connected to the digital tube display screen, and the digital tube display screen is connected to the GPIO terminal of the single-chip microcomputer. The resistance ratio of the voltage dividing resistor R1 and the voltage dividing resistor R2 is 30:1. The highest voltage of 12V or 24V superimposed with the back electromotive force voltage (without considering the back electromotive force absorption and voltage stabilization of the 12V or 24V battery) is designed to be 100V. After resistance voltage division, a voltage of approximately 3.226V is obtained. This voltage is collected through the ADC port of the minimum system of the single-chip microcomputer, and the output terminal voltage is displayed through the digital tube after internal program processing. Once the voltage exceeds 10% of the nominal voltage of the battery, the single-chip microcomputer controls the corresponding port of the red LED to conduct and the corresponding port of the green LED to disconnect, and the red LED lights up and the green LED goes out; otherwise, the single-chip microcomputer controls the corresponding port of the red LED to disconnect and the corresponding port of the green LED to close, the red LED goes out, and the green LED lights up;

[0031] The described composite diode circuit includes an NMOS transistor and a comparator U1. The positive input terminal of the comparator U1 is connected to the positive power supply input terminal through voltage-dividing circuit two, and the negative input terminal of the comparator U1 is connected to the positive power supply output terminal through voltage-dividing circuit three. The output terminal of the comparator U1 is connected to the G pole of the NMOS transistor. A startup power supply diode D1 is connected in parallel between the D pole and the S pole of the NMOS transistor. When the positive voltage of the comparator U1 > the negative voltage of the comparator U1, the operational amplifier outputs the power supply voltage, the NMOS transistor is turned on, and the positive power supply input is conducted with the positive power supply output. Conversely, when the positive voltage of the comparator U1 < the negative voltage of the comparator U1, the operational amplifier outputs 0V, the NMOS transistor is turned off, and the positive power supply input is disconnected from the positive power supply output. At the same time, in order to increase the turn-on time, a startup power supply diode D1 is connected in parallel to the NMOS. The composite diode circuit has no 0.7V tube voltage drop compared with ordinary diodes, and has lower power consumption. Compared with ideal diodes, there is no output voltage fluctuation caused by the high-frequency turn-off required during the operation of ideal diodes.

[0032] The described voltage-dividing circuit two includes a resistor R10 and a resistor R11. The resistor R10 and the resistor R11 are connected in series, and the positive input terminal of the comparator U1 is connected between the resistor R10 and the resistor R11. The resistance ratio of the resistor R10 and the resistor R11 is 2:1. The described voltage-dividing circuit three includes a resistor R20 and a resistor R21. The resistor R20 and the resistor R21 are connected in series, and the negative input terminal of the comparator U1 is connected between the resistor R20 and the resistor R21. The resistance ratio of the resistor R20 and the resistor R21 is 2:1, and the others are the same as in Embodiment 1.

[0033] To prevent the driver from continuously operating the steering mechanism for a long time, resulting in continuous power generation by the battery and continuous charging of the battery, and the continuous increase of the battery voltage (when the 12V battery exceeds 14.4V, the 24V battery exceeds 28.8V, and the battery is fully charged), if charging continues, it will cause overcharging of the battery, shortening or damaging the battery life. Therefore, the single-chip microcomputer judges the output voltage magnitude. Once it exceeds 10% of the rated voltage of the battery, the MOS transistor is controlled through the PWM port to make the discharge resistor R3 conduct, and the battery power is discharged and consumed. Among them, when it exceeds 10% of the rated voltage of the battery, the corresponding PWM duty cycle is 0, and when it exceeds 15% of the rated voltage of the battery, the duty cycle is 100%.

Claims

1. An electromotive force voltage stabilizing absorption protection system for an electronically controlled steering wheel of a remote cockpit, comprising a steering wheel and a motor control system. The steering wheel and the motor control system are connected by a shaft, and the motor control system is connected to an AC / DC power supply. It is characterized in that: The motor control system is connected to the AC / DC power supply through a back electromotive force isolation and absorption protector, which is used to absorb the back electromotive force and isolate the back electromotive force in the motor control system at the rear end.

2. The back electromotive force voltage stabilizing absorption protection system for the electric control steering wheel of a remote cockpit according to claim 1, characterized in that: The back electromotive force isolation and absorption protector includes a single-chip microcomputer and a storage battery. The input end of the back electromotive force isolation and absorption protector is connected to the power input end through a composite diode circuit. The composite diode circuit is respectively connected to the storage battery and the normally open contact of the relay KA1. The coil of the relay KA1 is connected in parallel with the power input end. The relay KA1 is respectively connected to a DC / DC converter and a discharge resistor R3. The DC / DC converter is connected to a three-terminal voltage regulator LDO. The three-terminal voltage regulator LDO is connected to the single-chip microcomputer. The discharge resistor R3 is connected to a field effect transistor MOS1. The G pole of the field effect transistor MOS1 is connected to the PWM terminal of the single-chip microcomputer through a MOS transistor drive circuit. The ADC terminal of the single-chip microcomputer is connected to a voltage division circuit 1.

3. The back electromotive force voltage stabilization absorption protection system for the electric control steering wheel of a remote cockpit according to claim 2, characterized in that: The voltage division circuit 1 includes a series-connected voltage division resistor R1 and a voltage division resistor R2. The voltage division resistor R1 is connected to the positive pole of the power output end. The ADC terminal of the single-chip microcomputer is connected between the voltage division resistor R1 and the voltage division resistor R2.

4. The back electromotive force voltage stabilization absorption protection system for the electric control steering wheel of a remote cockpit according to claim 2, characterized in that: It also includes an indication circuit connected to the single-chip microcomputer. The indication circuit is connected to the three-terminal voltage regulator LDO. The indication circuit includes a red light LED connected to the GPIO terminal of the single-chip microcomputer and a green light LED connected to the GPIO terminal of the single-chip microcomputer. The red light LED is connected to a resistor R4. The green light LED is connected to a resistor R5. The resistor R4 and the resistor R5 are respectively connected to a digital tube display screen. The digital tube display screen is connected to the GPIO terminal of the single-chip microcomputer.

5. The back electromotive force voltage stabilizing absorption protection system for the electric control steering wheel of a remote cockpit according to claim 3, characterized in that: The resistance ratio of the voltage division resistor R1 and the voltage division resistor R2 is 30:

1.

6. The back electromotive force voltage stabilization absorption protection system for the electric control steering wheel of a remote cockpit according to claim 2, characterized in that: The composite diode circuit includes an NMOS transistor and a comparator U1. The positive input terminal of the comparator U1 is connected to the positive power input terminal through a voltage division circuit 2. The negative input terminal of the comparator U1 is connected to the positive power output terminal through a voltage division circuit 3. The output terminal of the comparator U1 is connected to the G pole of the NMOS transistor. A startup power supply diode D1 is connected in parallel between the D pole and the S pole of the NMOS transistor.

7. The back electromotive force voltage stabilization absorption protection system for the electric control steering wheel of a remote cockpit according to claim 6, characterized in that: The voltage division circuit 2 includes a resistor R10 and a resistor R11. The resistor R10 and the resistor R11 are connected in series. The positive input terminal of the comparator U1 is connected between the resistor R10 and the resistor R11. The resistance ratio of the resistor R10 and the resistor R11 is 2:

1.

8. The back electromotive force voltage stabilization absorption protection system for the electric control steering wheel of a remote cockpit according to claim 6, characterized in that: The voltage division circuit 3 includes a resistor R20 and a resistor R21. The resistor R20 and the resistor R21 are connected in series. The negative input terminal of the comparator U1 is connected between the resistor R20 and the resistor R21. The resistance ratio of the resistor R20 and the resistor R21 is 2:1.

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