Electric steering pump integrated high-pressure controller system for new energy commercial vehicle

Abstract

The invention provides an integrated high-pressure controller system of an electric steering pump for a new energy commercial vehicle, which comprises the following steps of: S1, information acquisition: performing information acquisition and analysis on a wheel sensor through a vehicle controller so as to judge the current driving state of the vehicle, and transmitting the current driving state information of the vehicle to an instrument panel end for displaying; and S2, an information judgment step: judging by combining the vehicle driving information acquired in the step S1 with the current driving mode of the vehicle, and judging abnormal information by combining the current driving mode when a wheel sensor sends the abnormal information to a vehicle controller, belonging to the technical field of electric steering pumps. In order to solve the problem that the vehicle cannot be steered in time in an abnormal state, the effect of stabilizing the vehicle state of the system is achieved through the combination of a tire burst emergency strategy and an obstacle avoidance emergency strategy.

Description

Technical Field

[0001] The present invention relates to the technical field of electric power steering pumps, and particularly to an integrated high-voltage controller system for an electric power steering pump used in a new energy commercial vehicle. Background Art

[0002] An electric power steering oil pump is a key component of a steering system. The electric power steering oil pump is usually composed of a vane pump and a motor assembly. When configured on a vehicle, the electric power steering oil pump is usually used to provide reliable steering assistance, improving the steering maneuverability of the vehicle, thereby reducing the driver's operating torque and saving physical strength.

[0003] With the innovation of electronic control and integrated circuit technologies, the controllers of new energy vehicles are increasingly moving towards integration. Therefore, integrating the battery management master controller and the high-voltage management slave controller in the battery management system, the core energy control system in new energy vehicles, on the main control board to form an integrated battery management controller is a new solution at the forefront of current technology. Facing the integrated battery management controller after technological innovation, the corresponding hardware-in-the-loop test system for the battery management controller also faces the innovation of the test device and test technology for this integrated battery management controller.

[0004] Chinese Patent with Publication No. CN209410154U discloses an electric power steering oil pump control system, which can achieve the steering assistance effect for the vehicle through the control system and reduce the driver's operation difficulty.

[0005] However, the above disclosed solution has the following deficiencies: in the actual use process of the above solution, the system cannot make timely automatic vehicle state adjustment in an emergency, resulting in damage.

[0006] The present invention proposes an integrated high-voltage controller system for an electric power steering pump used in a new energy commercial vehicle to solve the problem of automatic adjustment when the vehicle is in an abnormal state during driving, and reduce the driver's operation difficulty. Summary of the Invention

[0007] The purpose of the present invention is to achieve the automatic adjustment of the vehicle driving state, thereby overcoming the problems in the above background art.

[0008] Based on the above technical idea, the technical solution adopted by the present invention is as follows: An integrated high-voltage controller system for an electric power steering pump used in a new energy commercial vehicle, comprising the following steps: S1 Information acquisition step, in which the vehicle controller collects and analyzes information from the wheel sensors to judge the current driving state of the vehicle, and transmits the current driving state information of the vehicle to the dashboard for display; S2 Information Judgment Step, which combines the vehicle driving information collected in the above S1 step with the current driving mode of the vehicle for judgment. When the wheel sensor sends an abnormal information to the vehicle controller, the abnormal information can be judged in combination with the current driving mode at this time; S3 Information Transmission Step, in which after the vehicle controller makes a processing judgment on the abnormal information sent by the wheel controller in combination with the current driving mode, the judgment result is sent to the integrated high-voltage controller. The integrated high-voltage controller is different from the vehicle controller and belongs to a high-voltage environment, and is directly connected to the high-voltage battery of the electric vehicle, so as to control the external discharge and temperature of the battery. After receiving the judgment signal, the integrated high-voltage controller sends a control signal to the high-voltage motor at this time, so as to realize the transformation from signal to operation action; S4 Operation Steering Step, which drives the electric steering pump to rotate through the high-voltage motor, and then realizes the vehicle steering effect. During actual operation, when the vehicle controller detects that the vehicle has an abnormal flat tire and causes the vehicle to tilt, or when the vehicle driving radar detects an obstacle ahead, the above operation steps will be generated, and finally the vehicle steering effect will be realized.

[0009] Further limitation of the above technical solution, in the S1 Information Acquisition Step, the wheel sensor includes a magnetic induction head (electromagnetic type), a Hall element (Hall type), a signal processing module and a toothed ring (signal trigger device); The magnetic induction head (electromagnetic type) includes a permanent magnet, an electromagnetic coil and magnetic poles, and is used to sense the wheel speed through magnetic field changes. When the wheel drives the toothed ring to rotate, the tooth peaks and valleys alternately cut the magnetic induction lines, generating an alternating voltage signal; The Hall element (Hall type) works based on the Hall effect and is composed of a permanent magnet, a Hall integrated circuit and an electronic circuit. It outputs a pulse signal through the change of magnetic field strength, and has the advantages of strong anti-interference and high-frequency response (up to 20kHz); The signal processing module includes circuits such as an amplifier and a Schmitt trigger, and is used to convert the original signal (such as a millivolt-level sine wave) into a standard pulse signal for ECU processing; The toothed ring (signal trigger device) is installed on the hub or drive shaft and rotates synchronously with the wheel. The number of teeth on the toothed ring varies according to the vehicle model, and its tooth peaks and valleys alternately pass through the sensor magnetic induction head or Hall element, triggering magnetic field changes to generate a speed signal.

[0010] Further limitation of the above technical solution, in the S2 Information Judgment Step, the vehicle driving mode includes an economic mode (ECO), a sport mode (Sport / S+), and a snow / mud mode (Snow / Mud); Economic mode (ECO) control logic, electrical system: Turns off the air conditioning compressor or reduces power, reduces in-vehicle electrical loads. Applicable scenarios: Urban congestion, long-distance cruising. Energy-saving effect: Energy consumption is reduced by 8 - 15%, but the acceleration response is delayed by 0.5 - 1 second; Sport mode (Sport / S+) control logic, steering system: Steering assist is reduced by 50%, providing a more direct road feel feedback. Suspension system (if adjustable), stiffness is increased by 20 - 30%, roll angle is reduced by 3 - 5°. Applicable scenarios: Mountain roads, race tracks, or aggressive driving. Performance gain: The 0 - 100 km / h acceleration time is shortened by 0.3 - 0.8 seconds, and energy consumption increases by 15 - 25%; Snow / mud mode (Snow / Mud) control logic, power distribution: Limits torque output (peak torque is reduced by 30 - 50%) to avoid wheel slippage. ESP intervention: Allows a 10 - 15% wheel slip rate to avoid getting stuck due to excessive braking. Applicable scenarios: Icy roads, muddy off-road. Safety improvement: The intervention frequency of traction control (TCS) is increased by 3 times, and the rear axle torque distribution of four-wheel drive vehicles is increased to 60%.

[0011] Further limitation of the above technical solution, in the S2 information judgment step, the vehicle controller includes a main control chip (MCU / MPU), a power management module, and a signal acquisition and drive circuit; The main control chip (MCU / MPU) uses a multi-core processor (such as the Infineon TC3xx series), with a main frequency of 100 - 300 MHz, supports the ASIL-D functional safety level, integrates CAN, LIN, and Ethernet communication interfaces, and has the ability to output multiple PWMs (for driving motors, relays, etc.); The input voltage range of the power management module covers 9 - 36V (compatible with 12V / 24V low-voltage systems), has a built-in DC / DC converter to supply power to various sensors and actuators, and has reverse polarity protection, overvoltage / undervoltage cut-off functions (thresholds ±15% of the nominal voltage); The signal acquisition and drive circuit includes analog inputs to collect signals such as throttle pedal opening (0 - 5V), battery temperature (PT1000), etc., with a resolution of 12 - 16 bits; digital outputs to drive high-voltage contactors (such as the main positive / negative relays of the battery pack), coolant pumps, etc., with a maximum load current of 30A; PWM outputs to control motor speed and the duty cycle of the DC / DC converter, with a frequency range of 1 - 20 kHz.

[0012] For further limitation of the above technical solution, in the S3 information transmission step, the integrated high-voltage controller in this step includes a high-voltage input terminal module, a power distribution unit, and a high-voltage monitoring module. The high-voltage input terminal module includes a power battery interface connected to a 400 - 1050V high-voltage battery pack, using a copper bar or a high-voltage wire harness (cross-sectional area ≥ 35mm²), supporting a continuous current of 300 - 600A, a fast charging interface, integrating a DC charging relay (such as TE Connectivity EV200AAANA), and supporting the national standard GB / T 20234 charging protocol; the power distribution unit includes main positive / negative contactors, using vacuum magnetic latching contactors (such as Rheinmetall HV series), with a breaking capacity ≥ 1000V / 1000A, a pre-charge circuit, consisting of a pre-charge contactor + a pre-charge resistor (50 - 200Ω), to avoid capacitor inrush current (suppressing the peak current to within 5% of the rated value); the high-voltage monitoring module includes voltage / current sensors, Hall current sensors (accuracy ±0.5%), and a voltage-dividing resistor network (measuring the total battery voltage), to monitor the high-voltage circuit status in real time.

[0013] For further limitation of the above technical solution, in the S4 operation steering step, the electric steering pump in this step includes an electric pump assembly and a hydraulic power unit. The electric pump assembly includes a permanent magnet synchronous motor, high-voltage power supply (400 - 1050V DC), with a power range of 1.5 - 5KW, a torque density ≥ 5Nm / kg, driving the hydraulic pump to work. The hydraulic pump has a simple structure and low cost, but has a relatively large flow pulsation (±15%), and is suitable for commercial vehicles. A coupling is used, and an elastic coupling is used to isolate the vibration between the motor and the pump, allowing an axial deviation of ±0.2mm; the hydraulic power unit includes a liquid storage tank with a volume of 0.5 - 2L, an internal filter (filtering accuracy 20μm), storing steering assist oil (ATF or special hydraulic oil), a pressure control valve, a proportional solenoid valve for adjusting the output oil pressure (0 - 12MPa), with a response time < 50ms, and a safety relief valve, with the overpressure protection threshold set to 120% of the nominal pressure (such as 14.4MPa) to prevent pipeline bursting.

[0014] For further limitation of the above technical solution, the S4 operation steering step further includes a flat tire emergency steering emergency strategy, which includes a high-speed tire status monitoring unit and a vehicle dynamic control center. The high-speed tire status monitoring unit includes multi-dimensional sensor fusion, a direct TPMS (tire pressure monitoring system) that monitors the tire pressure change rate and temperature with a sampling frequency ≥ 100 Hz, abnormal detection of wheel speed sensors, and comparison of the rotational speed differences of the four wheels (such as a single-wheel rotational speed mutation > 15%) to determine tire pressure loss. Vibration spectrum analysis is used to identify the high-frequency vibration characteristics of 20 - 200 Hz during tire burst through a body acceleration sensor. The vehicle dynamic control center includes ESP / ESC enhanced intervention, applying spot braking (braking force ≤ 50 bar) to the wheels on the non-burst tire side to balance the torque difference, suppress vehicle deviation, and prevent the power from exacerbating vehicle out-of-control. Active steering compensation is achieved by superimposing a reverse torque (maximum 15 Nm) through EHPS (electric hydraulic power steering) to offset the sudden steering torque caused by a flat tire.

[0015] For further limitation of the above technical solution, the emergency strategy includes a hierarchical response mechanism, which includes a first-level response (0 - 200 ms), triggering the hazard warning lights, reminding the driver through the seat belt pretensioner, activating the progressive locking of the electronic handbrake (non-burst axle), and delaying intervention when the vehicle speed > 80 km / h. The second-level response (200 ms - 2 s) involves the navigation system automatically retrieving the nearest service area, and a flat tire disposal guide popping up on the central control screen. If Run-flat tires are installed, the vehicle speed is limited to 80 km / h (the steel support ring can continue for 50 - 80 km).

[0016] For further limitation of the above technical solution, the S4 operation steering step further includes an emergency obstacle avoidance emergency strategy, which includes an environmental perception layer (response within 0 - 50 ms) and a decision-making and planning layer (response within 50 - 150 ms). The environmental perception layer (response within 0 - 50 ms) includes a millimeter-wave radar with a detection range of 150 - 200 m and an accuracy of ±0.1 m, focusing on tracking moving targets (such as cutting-in vehicles), a lidar with 128-line scanning and a point cloud density > 2 million points / second, constructing a 3D obstacle contour (accuracy ±2 cm), and a vision system with an 8-million-pixel camera + deep learning algorithm to identify small targets such as cones and pedestrians (confidence > 95%). Multi-source data fusion includes using Kalman filtering + Bayesian network to eliminate sensor blind spots (dominated by millimeter-wave radar in rainy and foggy weather), classifying obstacles: differentiating rigid obstacles (vehicles) from non-rigid obstacles (plastic bags) to reduce false triggers.

[0017] For further limitation of the above technical solution, the decision-making and planning layer (with a response time of 50 - 150 ms) includes an obstacle avoidance mode selection and a path optimization algorithm. The obstacle avoidance mode selection includes lateral avoidance. When the lateral space ≥ 1.5 m, steering avoidance is triggered (maximum lateral acceleration 0.3g), and longitudinal braking. When the space is insufficient, AEB (automatic emergency braking) intervenes in stages. The first-level warning: acoustic and optical reminder (deceleration 0.2g), the second-level braking: partial braking (deceleration 0.4g), the third-level full braking: maximum deceleration 1.0g (ESP triggers ABS anti-lock braking); the path optimization algorithm includes RRT* (rapidly-exploring random tree), dynamically generating an obstacle avoidance path, with continuous curvature (C² continuous) to avoid sudden steering, and MPC (model predictive control) rolling horizon optimization to balance the obstacle avoidance efficiency and passenger comfort (jerk value < 15 m / s³).

[0018] It also includes an electric steering pump for supporting use. The electric steering pump includes a high-pressure controller housing, which is bolted to the rear end cover. A sealing ring is provided at the installation surface of the controller housing and the rear end cover to achieve the effect of waterproofing and dustproofing; The front end cover and the rear end cover are bolted to the motor housing. A motor is provided inside the motor housing. The front end cover is bolted to a hydraulic pump. Sealing glue is applied to the contact surfaces of the front end cover and the rear end cover with the motor housing to achieve a higher sealing effect. The hydraulic pump and the motor share a shaft to obtain less vibration and noise.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. Automatic response: The system controls the electric steering pump through the vehicle controller, thus achieving the automatic steering effect of the system and reducing the driving difficulty of the driver; 2. Timely response: The system adopts a stage response method to make corresponding operation judgments in different time periods after an abnormality occurs, so as to ensure that the vehicle accurately adjusts to the normal state after an abnormality occurs; 3. Accurate operation: The system realizes the effect of accurately responding in different emergency states through independent flat tire emergency operation strategies and obstacle avoidance emergency operation strategies. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0021] Figure 1 It is a schematic flow chart in an integrated high-voltage controller system for an electric power steering pump of a new energy commercial vehicle according to the present invention; Figure 2 It is a schematic structural diagram of an electric power steering pump in an integrated high-voltage controller system for an electric power steering pump of a new energy commercial vehicle according to the present invention; Figure 3 is Figure 2 top view; Figure 4 is Figure 2 side view.

[0022] Among them, 1. controller housing; 2. rear end cover; 3. motor housing; 4. front end cover; 5. hydraulic pump. Specific embodiments

[0023] The following further describes the present invention in detail with reference to the attached Figure 1 drawings.

[0024] Embodiment 1: This embodiment provides an integrated high-voltage controller system for an electric power steering pump of a new energy commercial vehicle, as Figure 1 shown, including the following steps: S1 Information acquisition step, in this step, the vehicle controller collects and analyzes information from the wheel sensors to judge the current driving state of the vehicle, and transmits the current driving state information of the vehicle to the dashboard for display; S2 Information judgment step, in this step, the vehicle driving information collected in the above S1 step is combined with the current driving mode of the vehicle for judgment. When the wheel sensor sends abnormal information to the vehicle controller, the abnormal information can be judged in combination with the current driving mode at this time; S3 Information transmission step, in this step, after the vehicle controller makes a processing judgment on the abnormal information sent by the wheel controller in combination with the current driving mode, the judgment result is sent to the integrated high-voltage controller. The integrated high-voltage controller is different from the vehicle controller and belongs to a high-voltage environment, and is directly connected to the high-voltage battery of the electric vehicle, so as to control the external discharge and temperature of the battery. After the integrated high-voltage controller receives the judgment signal, a control signal is sent to the high-voltage motor at this time, so as to realize the conversion of the signal into an operation action; S4 Steering operation step, in this step, the high-voltage motor drives the electric power steering pump to rotate, thereby realizing the steering effect of the vehicle. During actual operation, when the vehicle controller detects that the vehicle has an abnormal flat tire resulting in vehicle tilt or the vehicle driving radar detects an obstacle ahead, the above operation steps will occur, and finally the steering effect of the vehicle is realized.

[0025] In the S1 information acquisition step, the wheel sensors in this step include a magnetic induction head (electromagnetic type), a Hall element (Hall type), a signal processing module, and a gear ring (signal trigger device); The magnetic induction head (electromagnetic type) includes a permanent magnet, an electromagnetic coil, and magnetic poles, and is used to sense the wheel speed through magnetic field changes. When the wheel drives the toothed ring to rotate, the tooth crests and tooth valleys alternately cut the magnetic induction lines, generating an alternating voltage signal; The Hall element (Hall type) works based on the Hall effect and consists of a permanent magnet, a Hall integrated circuit, and an electronic circuit. It outputs a pulse signal through changes in the magnetic field strength, and has the advantages of strong anti-interference and high-frequency response (up to 20 kHz); The signal processing module includes circuits such as an amplifier and a Schmitt trigger, and is used to convert the original signal (such as a millivolt-level sine wave) into a standard pulse signal for the ECU to process; The toothed ring (signal triggering device) is installed on the wheel hub or the drive shaft and rotates synchronously with the wheel. The number of teeth on the toothed ring varies depending on the vehicle model. Its tooth crests and tooth valleys alternately pass through the magnetic induction head or Hall element of the sensor, triggering magnetic field changes to generate a speed signal.

[0026] In the S2 information judgment step, the vehicle driving modes in this step include the economy mode (ECO), the sport mode (Sport / S+), and the snow / mud mode (Snow / Mud); The control logic of the economy mode (ECO), Electrical system: Turn off the air conditioner compressor or reduce the power, reduce the load of in-vehicle electrical appliances. Applicable scenarios: Urban congestion, long-distance cruising. Energy-saving effect: Energy consumption is reduced by 8 - 15%, but the acceleration response is delayed by 0.5 - 1 second; The control logic of the sport mode (Sport / S+), Steering system: The power steering is reduced by 50%, providing a more direct road feel feedback. Suspension system (if adjustable), The hardness is increased by 20 - 30%, and the roll angle is reduced by 3 - 5°. Applicable scenarios: Mountain roads, race tracks, or intense driving. Performance gain: The 0 - 100 km / h acceleration time is shortened by 0.3 - 0.8 seconds, and the energy consumption is increased by 15 - 25%; The control logic of the snow / mud mode (Snow / Mud), Power distribution: Limit the torque output (the peak torque is reduced by 30 - 50%) to avoid wheel slippage. ESP intervention: Allow a 10 - 15% wheel slip rate to avoid getting stuck due to excessive braking. Applicable scenarios: Icy roads, muddy off-road. Safety improvement: The intervention frequency of the traction control (TCS) is increased by 3 times, and the rear axle torque distribution of four-wheel drive vehicles is increased to 60%.

[0027] In the S2 information judgment step, the vehicle controller in this step includes a main control chip (MCU / MPU), a power management module, and a signal acquisition and drive circuit; The main control chip (MCU / MPU) uses a multi-core processor (such as the Infineon TC3xx series), with a main frequency of 100 - 300 MHz, supports the ASIL-D functional safety level, integrates CAN, LIN, and Ethernet communication interfaces, and has the ability to output multiple PWM signals (for driving motors, relays, etc.); The input voltage range of the power management module covers 9 - 36V (compatible with 12V / 24V low-voltage systems), and is built-in with a DC / DC converter to supply power to each sensor and actuator, and has reverse polarity protection, overvoltage / undervoltage cut-off functions (thresholds ±15% of the nominal voltage); The signal acquisition and drive circuit includes analog input for acquiring signals such as throttle pedal opening (0 - 5V), battery temperature (PT1000), etc., with a resolution of 12 - 16 bits; digital output for driving high-voltage contactors (such as the main positive / negative relays of the battery pack), coolant pumps, etc., with a maximum load current of 30A; PWM output for controlling motor speed and the duty cycle of the DC / DC converter, with a frequency range of 1 - 20 kHz.

[0028] In the S3 information transmission step, the integrated high-voltage controller includes a high-voltage input module, a power distribution unit, and a high-voltage monitoring module. The high-voltage input module includes a power battery interface connected to a 400 - 1050V high-voltage battery pack, using a copper bar or high-voltage wire harness (cross-sectional area ≥35mm²), supporting a continuous current of 300 - 600A, a fast charging interface, integrating a DC charging relay (such as TE Connectivity EV200AAANA), and supporting the national standard GB / T 20234 charging protocol; the power distribution unit includes main positive / negative contactors, using vacuum magnetic latching contactors (such as the Rheinmetall HV series), with a breaking capacity of ≥1000V / 1000A, a pre-charge circuit composed of a pre-charge contactor + a pre-charge resistor (50 - 200Ω) to avoid inrush current to the capacitor (limiting the peak current to within 5% of the rated value); the high-voltage monitoring module includes voltage / current sensors, Hall current sensors (accuracy ±0.5%), and a voltage divider resistor network (for measuring the total battery voltage) to monitor the status of the high-voltage circuit in real time.

[0029] The S4 operation steering step. In this step, the electric steering pump includes an electric pump assembly and a hydraulic power unit. The electric pump assembly includes a permanent magnet synchronous motor, high-voltage power supply (400 - 1050V DC), power range 1.5 - 5KW, torque density ≥5 Nm / kg, and drives the hydraulic pump to work. The hydraulic pump has a simple structure and low cost, but has a relatively large flow pulsation (±15%), and is suitable for commercial vehicles. A coupling is used, and an elastic coupling is used to isolate the vibration between the motor and the pump, allowing an axial deviation of ±0.2 mm. The hydraulic power unit includes a liquid storage tank with a volume of 0.5 - 2L, an internal filter (filtration accuracy 20μm), stores steering assist oil (ATF or special hydraulic oil), a pressure control valve, a proportional solenoid valve to adjust the output oil pressure (0 - 12MPa), response time < 50ms, a safety relief valve, and the overpressure protection threshold is set to 120% of the nominal pressure (such as 14.4MPa) to prevent pipeline bursting.

[0030] It also includes an electric steering pump for supporting use. The electric steering pump includes a high-voltage controller housing 1. The high-voltage controller housing 1 is bolted to a rear end cover 2. A sealing ring is provided at the installation surface of the controller housing 1 and the rear end cover (2) to achieve the effect of waterproofing and dustproofing. A front end cover 4 and a rear end cover 2 are bolted to a motor housing 3. A motor is provided inside the motor housing 3. The front end cover 4 is bolted to a hydraulic pump 5. Sealant is applied to the contact surfaces of the front end cover 4 and the rear end cover 2 with the motor housing 3 to achieve a higher sealing effect. The hydraulic pump 5 shares a shaft with the motor to obtain smaller vibration and noise.

[0031] Embodiment 2: This embodiment provides an integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle, as Figure 1 shown. The S4 operation steering step further includes a flat tire emergency steering emergency strategy. This strategy includes a high-speed tire status monitoring unit and a vehicle dynamic control center. The high-speed tire status monitoring unit includes multi-dimensional sensor fusion, a direct TPMS (tire pressure monitoring system), monitors the tire pressure change rate and temperature, sampling frequency ≥100Hz, abnormal detection of wheel speed sensors, compares the rotational speed differences of the four wheels (such as a single-wheel rotational speed mutation > 15%) to judge tire deflation, and vibration spectrum analysis, and identifies the high-frequency vibration characteristics of 20 - 200Hz when the tire bursts through a body acceleration sensor. The vehicle dynamic control center includes ESP / ESC enhanced intervention, applies spot braking (braking force ≤50 bar) to the non-flat tire side wheels, balances the torque difference, suppresses vehicle deviation, adjusts the engine torque output (reduces 50 - 70%), and avoids the power from exacerbating vehicle out-of-control; active steering compensation, superimposes a reverse torque (maximum 15 Nm) through EHPS (electric hydraulic power steering) to offset the sudden steering torque caused by a flat tire.

[0032] The emergency strategy includes a hierarchical response mechanism, which includes a primary response (0 - 200 ms), triggering the hazard warning lights, reminding the driver through the seat belt pretensioner, activating the progressive locking of the electronic handbrake (non - flat - tire axle), with delayed intervention when the vehicle speed > 80 km / h; a secondary response (200 ms - 2 s), the navigation system automatically retrieves the nearest service area, and a tire blowout disposal guide pops up on the central control screen. If Run - flat tires are installed, the vehicle speed is limited to 80 km / h (the steel support ring can continue for 50 - 80 km).

[0033] The S4 operation steering step further includes an emergency obstacle avoidance strategy, which includes an environmental perception layer (response within 0 - 50 ms) and a decision - making and planning layer (response within 50 - 150 ms). The environmental perception layer (response within 0 - 50 ms) includes a millimeter - wave radar with a detection range of 150 - 200 m and an accuracy of ±0.1 m, focusing on tracking moving targets (such as cutting - in vehicles), a lidar with 128 - line scanning and a point cloud density > 2 million points per second, constructing a 3D obstacle contour (accuracy ±2 cm), and a vision system with an 8 - megapixel camera + deep - learning algorithm for identifying small targets such as cones and pedestrians (confidence level > 95%); multi - source data fusion includes using Kalman filtering + Bayesian network to eliminate sensor blind spots (dominated by millimeter - wave radar in rainy and foggy weather), and obstacle classification: distinguishing rigid obstacles (vehicles) from non - rigid obstacles (plastic bags) to reduce false triggers.

[0034] The decision - making and planning layer (response within 50 - 150 ms) includes obstacle avoidance mode selection and path optimization algorithms. The obstacle avoidance mode selection includes lateral avoidance. When the lateral space ≥ 1.5 m, steering avoidance is triggered (maximum lateral acceleration 0.3g), and longitudinal braking. When the space is insufficient, AEB (automatic emergency braking) intervenes in a hierarchical manner. The first - level warning: acoustic and optical reminder (deceleration 0.2g), the second - level braking: partial braking (deceleration 0.4g), the third - level full braking: maximum deceleration 1.0g (ESP triggers ABS anti - lock braking); the path optimization algorithm includes RRT* (rapidly - exploring random tree) for dynamically generating obstacle avoidance paths with continuous curvature (C² continuous) to avoid sudden steering, and MPC (model predictive control) for rolling - horizon optimization to balance obstacle avoidance efficiency and passenger comfort (jerk value < 15 m / s³).

[0035] The above content is a further detailed description of the present invention in combination with specific preferred implementation schemes, which is convenient for those skilled in the art of this technology to understand and apply the present invention. It cannot be determined that the specific implementation of the present invention is only limited to these descriptions.

Claims

1. An electric steering pump integrated high-voltage controller system for new energy commercial vehicles, characterized in that, Including the following steps: S1 Information acquisition step: In this step, the vehicle controller collects and analyzes information from the wheel sensors to determine the current driving state of the vehicle, and transmits the current driving state information of the vehicle to the dashboard for display; S2 Information judgment step: This step combines the vehicle driving information collected in the above S1 step with the current driving mode of the vehicle for judgment. When the wheel sensor sends abnormal information to the vehicle controller, the abnormal information can be judged in combination with the current driving mode at this time; S3 Information transmission step: After the vehicle controller makes a processing judgment by combining the abnormal information sent by the wheel controller with the current driving mode, the judgment result is sent to the integrated high-voltage controller. The integrated high-voltage controller is different from the vehicle controller and belongs to a high-voltage environment, and is directly connected to the high-voltage battery of the electric vehicle, so as to control the external discharge and temperature of the battery. After receiving the judgment signal, the integrated high-voltage controller sends a control signal to the high-voltage motor at this time, so as to realize the conversion from signal to operation action; S4 Operation steering step: This step drives the electric steering pump to rotate through the high-voltage motor, and then realizes the vehicle steering effect. In actual operation, when the vehicle controller detects that the vehicle has an abnormal flat tire and causes the vehicle to tilt, or when the vehicle driving radar detects an obstacle ahead, the above operation steps will be generated, and finally the vehicle steering effect is realized.

2. The integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 1, wherein In the S1 information acquisition step, the wheel sensor includes a magnetic induction head (electromagnetic type), a Hall element (Hall type), a signal processing module and a toothed ring (signal trigger device); The magnetic induction head (electromagnetic type) includes a permanent magnet, an electromagnetic coil and magnetic poles, and is used to sense the wheel speed through the change of the magnetic field. When the wheel drives the toothed ring to rotate, the tooth peaks and valleys alternately cut the magnetic induction lines, generating an alternating voltage signal; The Hall element (Hall type) works based on the Hall effect and is composed of a permanent magnet, a Hall integrated circuit and an electronic circuit. It outputs a pulse signal through the change of the magnetic field strength, and has the advantages of strong anti-interference and high-frequency response (up to 20kHz); The signal processing module includes circuits such as an amplifier and a Schmitt trigger, and is used to convert the original signal (such as a millivolt-level sine wave) into a standard pulse signal for ECU processing; The toothed ring (signal trigger device) is installed on the wheel hub or the drive shaft and rotates synchronously with the wheel. The number of teeth on the toothed ring varies depending on the vehicle model, and its tooth peaks and valleys alternately pass through the sensor magnetic induction head or Hall element to trigger the magnetic field change to generate a speed signal.

3. An electric steering pump integrated high-voltage controller system for a new energy commercial vehicle according to claim 2, characterized in that, In the S2 information judgment step, the vehicle driving mode includes an economic mode (ECO), a sports mode (Sport / S+), and a snow / mud mode (Snow / Mud); Economic mode (ECO) control logic, electrical system: Turn off the air conditioner compressor or reduce the power, reduce the load of in-vehicle electrical appliances, applicable scenarios, urban congestion, long-distance cruising, energy-saving effect, energy consumption reduced by 8-15%, but the acceleration response is delayed by 0.5-1 second; Sport / S+ mode control logic, steering system: power steering reduced by 50% to provide more direct road feel feedback, suspension system (if adjustable), stiffness increased by 20 - 30%, roll angle reduced by 3 - 5°, applicable scenarios, mountain roads, race tracks or aggressive driving, performance gain, 0 - 100 km / h acceleration time shortened by 0.3 - 0.8 seconds, energy consumption increased by 15 - 25%; Snow / Mud mode control logic, power distribution: limit torque output (peak torque reduced by 30 - 50%) to avoid wheel slip, ESP intervention: allow 10 - 15% wheel slip rate to avoid vehicle getting stuck due to excessive braking, applicable scenarios, icy roads, muddy off-road, safety improvement, traction control (TCS) intervention frequency increased by 3 times, rear axle torque distribution of four-wheel drive vehicles increased to 60%.

4. An electric steering pump integrated high-voltage controller system for a new energy commercial vehicle according to claim 3, characterized in that, The S2 information judgment step, in which the vehicle controller includes a main control chip (MCU / MPU), a power management module and a signal acquisition and drive circuit; The main control chip (MCU / MPU) uses a multi-core processor (such as Infineon TC3xx series), with a main frequency of 100 - 300 MHz, supports ASIL-D functional safety level, integrates CAN, LIN, Ethernet communication interfaces, and has the ability to output multiple PWMs (for driving motors, relays, etc.); The input voltage range of the power management module covers 9 - 36V (compatible with 12V / 24V low-voltage systems), with a built-in DC / DC converter to supply power to each sensor and actuator, and has reverse polarity protection, overvoltage / undervoltage cut-off functions (threshold ±15% of the nominal voltage); The signal acquisition and drive circuit includes analog input to collect signals such as accelerator pedal opening (0 - 5V), battery temperature (PT1000), etc., with a resolution of 12 - 16bit; Digital output to drive high-voltage contactors (such as main positive / negative relays of the battery pack), coolant pumps, etc., with a maximum load current of 30A; PWM output to control motor speed and DC / DC converter duty cycle, with a frequency range of 1 - 20 kHz.

5. An integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 4, characterized in that, The S3 information transmission step, in which the integrated high-voltage controller includes a high-voltage input module, a power distribution unit and a high-voltage monitoring module. The high-voltage input module includes a power battery interface connected to a 400 - 1050V high-voltage battery pack, using copper bars or high-voltage wire harnesses (cross-sectional area ≥35mm²), supporting a continuous current of 300 - 600A, a fast charging interface, integrating a DC charging relay (such as TE Connectivity EV200AAANA), and supporting the national standard GB / T 20234 charging protocol; the power distribution unit includes main positive / negative contactors, using vacuum magnetic latching contactors (such as Rheinmetall HV series), with a breaking capacity of ≥1000V / 1000A, a pre-charge circuit composed of a pre-charge contactor + pre-charge resistor (50 - 200Ω) to avoid capacitor inrush current (restrain peak current within 5% of the rated value); the high-voltage monitoring module includes voltage / current sensors, Hall current sensors (accuracy ±0.5%), and a voltage divider resistor network (measuring the total battery voltage) to monitor the high-voltage circuit status in real time.

6. The integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 5, characterized in that, The S4 operation steering step, in which the electric steering pump includes an electric pump assembly and a hydraulic power unit. The electric pump assembly includes a permanent magnet synchronous motor, high-voltage power supply (400 - 1050VDC), power range 1.5 - 5KW, torque density ≥5 Nm / kg, driving the hydraulic pump to work. The hydraulic pump has a simple structure and low cost, but has a relatively large flow pulsation (±15%), and is suitable for commercial vehicles. The coupling uses an elastic coupling to isolate the vibration of the motor and the pump, allowing an axial deviation of ±0.2mm; the hydraulic power unit includes a liquid storage tank with a volume of 0.5 - 2L, an internal filter (filtration accuracy 20μm), storing steering assist oil (ATF or special hydraulic oil), a pressure control valve, a proportional solenoid valve to adjust the output oil pressure (0 - 12MPa), response time <50ms, a safety relief valve, and the overpressure protection threshold is set to 120% of the nominal pressure (such as 14.4MPa) to prevent pipeline bursting.

7. An electric steering pump integrated high-voltage controller system for a new energy commercial vehicle according to claim 6, characterized in that, The S4 operation steering step further includes a flat tire emergency steering emergency strategy, which includes a high-speed tire status monitoring unit and a vehicle dynamic control center. The high-speed tire status monitoring unit includes multi-dimensional sensor fusion, a direct TPMS (tire pressure monitoring system), monitoring the tire pressure change rate and temperature, sampling frequency ≥100Hz, abnormal detection of wheel speed sensors, comparing the rotational speed differences of the four wheels (such as a single-wheel rotational speed mutation >15%) to judge tire deflation, and vibration spectrum analysis, identifying the 20 - 200Hz high-frequency vibration characteristics when the tire bursts through a body acceleration sensor; The vehicle dynamic control center includes ESP / ESC enhanced intervention, applying a spot brake (braking force ≤50bar) to the wheels on the non-burst tire side, balancing the torque difference, suppressing vehicle deviation, and avoiding the power from exacerbating vehicle out-of-control; active steering compensation, superimposing a reverse torque (maximum 15Nm) through EHPS (electric hydraulic power steering) to offset the sudden steering torque caused by a flat tire.

8. An integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 7, characterized in that, The emergency strategy includes a hierarchical response mechanism, which includes a primary response (0 - 200ms), triggering the hazard warning lights, reminding the driver through the seat belt pretensioner, activating the progressive locking of the electronic handbrake (on the non-burst tire axle), and delaying intervention when the vehicle speed >80km / h; a secondary response (200ms - 2s), the navigation system automatically retrieves the nearest service area, and a flat tire disposal guide pops up on the central control screen. If Run-flat tires are installed, the vehicle speed is limited to 80km / h (the steel support ring can continue for 50 - 80km).

9. The integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 8, characterized in that, The S4 operation steering step further includes an emergency obstacle avoidance emergency strategy, which includes an environmental perception layer (responding within 0 - 50 ms) and a decision-making and planning layer (responding within 50 - 150 ms). The environmental perception layer (responding within 0 - 50 ms) includes a millimeter-wave radar with a detection range of 150 - 200 m and an accuracy of ±0.1 m, focusing on tracking moving targets (such as cutting-in vehicles), a lidar with 128-line scanning and a point cloud density > 2 million points per second, constructing a 3D obstacle contour (accuracy ±2 cm), and a vision system with an 8-megapixel camera + deep learning algorithm to identify small targets such as cones and pedestrians (confidence > 95%); multi-source data fusion includes using Kalman filtering + Bayesian network to eliminate sensor blind spots (dominated by millimeter-wave radar in rainy and foggy weather), and obstacle classification: distinguishing rigid obstacles (vehicles) from non-rigid obstacles (plastic bags) to reduce false triggers. The decision-making and planning layer (responding within 50 - 150 ms) includes obstacle avoidance mode selection and path optimization algorithms. Obstacle avoidance mode selection includes lateral avoidance. When the lateral space ≥ 1.5 m, steering avoidance is triggered (maximum lateral acceleration 0.3g), and longitudinal braking. When the space is insufficient, AEB (automatic emergency braking) intervenes in stages. The first-level warning: audible and visual reminder (deceleration 0.2g), the second-level braking: partial braking (deceleration 0.4g), the third-level full braking: maximum deceleration 1.0g (ESP triggers ABS anti-lock braking); the path optimization algorithm includes RRT* (rapidly-exploring random tree) to dynamically generate obstacle avoidance paths with continuous curvature (C² continuous) to avoid sudden steering, and MPC (model predictive control) rolling horizon optimization to balance obstacle avoidance efficiency and passenger comfort (jerk value < 15 m / s³).

10. The integrated high-voltage controller system for an electric steering pump of a new energy commercial vehicle according to claim 9, characterized in that, It also includes an electric steering pump for supporting use. The electric steering pump includes a high-pressure controller housing (1), and the high-pressure controller housing (1) is bolted to a rear end cover (2). A sealing ring is provided at the mounting surface between the controller housing (1) and the rear end cover (2) to achieve the effect of waterproof and dustproof; A front end cover (4) and a rear end cover (2) are bolted to a motor housing (3). A motor is provided inside the motor housing (3). The front end cover (4) is bolted to a hydraulic pump (5). Sealing glue is applied to the contact surfaces between the front end cover (4) and the rear end cover (2) and the motor housing (3) to achieve a higher sealing effect. The hydraulic pump (5) and the motor share a common shaft to obtain smaller vibration and noise.

Images