Self-awakening circuit of steer-by-wire system

Abstract

The utility model relates to the technical field of steering systems, in particular to a self-awakening circuit of a steer-by-wire system. A self-awakening circuit of a steer-by-wire system is characterized in that a power supply chip is connected with an ODSBC port and an IDSBC port of a microcontroller chip through the IDSBC port and the ODSBC port, the microcontroller chip is connected with an ODGDU port and an IDGDU port of a pre-driving chip through the IDGDU port and the ODGDU port, an ISDrv port and an OSDrv port of the pre-driving chip are connected with one end of each of two three-phase bridges, and the other end of each of the two three-phase bridges is connected with a power supply chip. The other ends of the two three-phase bridges are connected with a motor through three phase separators; a three-phase bridge resistor is connected in series between the pre-drive chip and one end of a three-phase bridge. Compared with the prior art, safety accidents caused by rotation of the steering wheel when the vehicle is not ignited can be avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of steering systems, in particular to a self-awakening circuit for a wire-controlled steering system. Background Art

[0002] The current wire control steering system is generally composed of two systems: a steering wheel actuator and a rack actuator. The steering wheel actuator is connected to the steering wheel, and the rack actuator is connected to the two wheels. The steering wheel actuator and the rack actuator communicate with each other via a private CAN line.

[0003] Since the wire-controlled steer system has no mechanical intermediate connection, it has defects in some usage scenarios, especially when the vehicle is not ignited. The steering wheel actuator is not awakened at this time, there is no motor torque output, and there is only a small mechanical friction torque. In this scenario, if the driver mistakenly operates the steering wheel, the steering wheel will turn accordingly. If the driver wants to get into the driver's seat by holding the steering wheel, the rotation of the steering wheel may easily cause the driver to slip or fall, causing injury to the driver. Utility Model Content

[0004] In order to overcome the deficiencies of the prior art, the utility model provides a self-wake-up circuit for a wire-controlled steering system, which can make the steering wheel execution system more flexible and meet more usage scenarios when the vehicle is not in the ignition state (such as holding the steering wheel to get into the seat), and can avoid safety accidents caused by steering wheel rotation when the vehicle is not in the ignition state.

[0005] In order to achieve the above purpose, a self-wake-up circuit of a wire-controlled steering system is designed, including a power supply, a power supply chip, a microcontroller chip, a pre-driver chip, a three-phase bridge, a phase separator, and a motor. The circuit is characterized in that: the power supply chip is interconnected with the O_D_SBC port and the I_D_SBC port of the microcontroller chip through the I_D_SBC port and the O_D_SBC port, the microcontroller chip is interconnected with the O_D_GDU port and the I_D_GDU port of the pre-driver chip through the I_D_GDU port and the O_D_GDU port, and the I_S_Dr The v port and the O_S_Drv port are respectively connected to one end of two three-phase bridges, and the other ends of the two three-phase bridges are connected to the motor through three phase separators; a three-phase bridge resistor is connected in series between the pre-driver chip and one end of a three-phase bridge, and the three-phase bridge resistor is respectively connected to the I_D_IGN_SBC port of the power chip and the I_D_IGN port of the microcontroller chip; the vehicle wake-up signal of the power chip is connected to the I_D_IGN_CAN port of the microcontroller chip through the I_D_IGN_CAN_SBC port of the power chip.

[0006] The pre-driver chip is connected in series with two three-phase bridges.

[0007] The power supply provides power signals to the power chip and the pre-driver chip respectively.

[0008] The model of the power chip is 9408 series.

[0009] The model of the microcontroller chip is RH850 series.

[0010] The model of the pre-driver chip is 9906 series.

[0011] Compared with the prior art, the utility model provides a self-wake-up circuit for a wire-controlled steering system, which can make the steering wheel execution system more flexible and meet more usage scenarios when the vehicle is not in the ignition state (such as holding the steering wheel to get into the seat), and can avoid safety accidents caused by steering wheel rotation when the vehicle is not in the ignition state. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 Schematic diagram of the steer-by-wire system.

[0013] Figure 2 The figure is a simplified framework connection diagram of the steering wheel actuator control unit of the utility model.

[0014] Figure 3 for Figure 2 Circuit connection diagram. DETAILED DESCRIPTION

[0015] The utility model is further described below with reference to the accompanying drawings.

[0016] like Figure 1As shown, it is a schematic diagram of the wire control steering system, which includes two systems: steering wheel actuator A and rack actuator B, and there is also a private CAN harness 6 connecting the two systems. The steering wheel actuator mainly includes a steering wheel 1, a torque and angle sensor 2, a reduction mechanism 3, a motor 4, and a control unit 5. The rack actuator mainly includes an angle sensor 7, a rack 8, a reduction mechanism 9, a motor 10, a control unit 11, and a tie rod ball head 12. The steering wheel actuator A is composed of a torque and angle sensor 2, a reduction mechanism 3, a motor 4, and a control unit 5, and the rack actuator B is composed of an angle sensor 7, a rack 8, a reduction mechanism 9, a motor 10, a control unit 11, and a tie rod ball head 12. The functional logic is that the driver controls the steering wheel 1, and the torque and angle sensor 2 receives the corresponding steering wheel hand force and steering wheel angle, and transmits them to the control unit 5. The control unit 5 converts the steering wheel angle into a transmission ratio and transmits the corresponding rack position request to the control unit 11 of the rack actuator through the private CAN line 6. The control unit 11 controls the motor 10 to output torque to drive the rack 8 to move to the corresponding position according to the rack position request, thereby controlling the tire to turn accordingly. The control unit 11 then calculates the corresponding rack force according to the road resistance transmitted by the tire, and transmits it to the control unit 5 of the steering wheel actuator. The control unit 5 controls the motor to output the corresponding road resistance according to the rack force input to the steering wheel 1 and then to the driver.

[0017] like Figure 2 As shown, the power chip 21 is interconnected with the O_D_SBC port and the I_D_SBC port of the microcontroller chip 22 through the I_D_SBC port and the O_D_SBC port, the microcontroller chip 22 is interconnected with the O_D_GDU port and the I_D_GDU port of the pre-driver chip 23 through the I_D_GDU port and the O_D_GDU port, the I_S_Drv port and the O_S_Drv port of the pre-driver chip 23 are respectively connected to one end of the two three-phase bridges 24, and the other ends of the two three-phase bridges 24 are connected to It is connected to the motor 27 through three phase separators 25; a three-phase bridge resistor 26 is connected in series between the pre-drive chip 23 and one end of a three-phase bridge 24, and the three-phase bridge resistor 26 is respectively connected to the I_D_IGN_SBC port of the power chip 21 and the I_D_IGN port of the microcontroller chip 22; the vehicle wake-up signal KL15 of the power chip 21 is connected to the I_D_IGN_CAN port of the microcontroller chip 22 through the I_D_IGN_CAN_SBC port of the power chip 21.

[0018] The pre-driver chip 23 is connected in series with two three-phase bridges 24 .

[0019] The power supply provides power signals to the power chip 21 and the pre-driver chip 23 respectively.

[0020] The model of the power chip 21 is 9408 series.

[0021] The model of the microcontroller chip 22 is RH850 series.

[0022] The model of the pre-driver chip 23 is 9906 series.

[0023] like Figure 2 As shown, it is a brief circuit connection diagram of the control unit of the steering wheel actuator of the utility model, which is mainly composed of a power chip 21, a microcontroller chip 22, a pre-drive chip 23, a three-phase bridge 24, a phase separator 25, a three-phase bridge resistor 26 and a motor 27. At present, the system is that the vehicle power supply is connected to the power chip 21 and the pre-drive chip 23, and the power chip 21 and the pre-drive chip are directly powered. The vehicle wake-up signal KL15 is connected to the power chip 21 and the microcontroller chip 22. When the vehicle wake-up signal KL15 outputs a high level for a certain time or outputs a rising level for a certain time to the power chip 21 and the microcontroller chip 22, the power chip 21 starts to work and supplies power to other modules such as the microcontroller chip 22. The microcontroller chip 22 starts to work after receiving the voltage of the power chip and the input of the vehicle wake-up signal KL15. After the pre-drive chip 23 performs power amplification, the three-phase bridge 24 switch is controlled to convert DC power into AC power to drive the motor 27 to provide torque for the steering wheel actuator, and the steering wheel actuator enters the working state.

[0024] For the current steering wheel actuator, a PIN angle is added to the power chip 21 and the microcontroller chip 22 to receive the current signal of the three-phase bridge resistor 26 so as to wake up the system.

[0025] The utility model is a steering wheel actuator applied to the current wire-controlled steering system, which connects a three-phase bridge resistor by adding a PIN angle to a power chip and a microcontroller chip of a control unit.

[0026] When the steering wheel actuator does not receive the vehicle wake-up input, the driver controls the steering wheel to turn (a small rotation is sufficient), and the motor of the steering wheel actuator rotates accordingly to generate back electromotive force, which outputs a certain current to the resistor of the three-phase bridge. The current of the three-phase bridge resistor is transmitted to the power chip and the microcontroller chip as a high-level signal, so that the power chip meets the wake-up requirements and enters the wake-up state, and starts to supply power to the microcontroller chip. The microcontroller chip enters the working state, and controls the motor output torque through the power amplification of the regional chip, thereby preventing the driver from turning the steering wheel and fixing the steering wheel at a certain angle to prevent the driver from causing damage by misoperating the steering wheel.

[0027] The utility model provides two wake-up modes for the steering wheel actuator: a wake-up signal is output by ignition of the whole vehicle to the steering wheel actuator to wake up the system; through the rotation of the steering wheel actuator, the motor 4 rotates accordingly to generate a back electromotive force to the resistor 26, and the resistor 26 gives a high-level signal to the power chip 21 and the microcontroller chip 22, thereby self-waking up the steering wheel actuator.

[0028] This utility model is mainly used in the following scenarios:

[0029] The driver opens the door and prepares to get into the seat by holding the steering wheel, but the vehicle is not started (the vehicle is not awakened).

[0030] The driver was resting in the driver's seat after turning off the vehicle and accidentally touched the steering wheel, causing it to turn.

[0031] When the driver turns the steering wheel by mistake when holding the steering wheel when entering the vehicle or in a resting state, since it is a wire-controlled steering system, there is no mechanical connection between the upper and lower parts, and the friction of the steering wheel actuator is small. When the driver holds the steering wheel, the steering wheel actuator rotates accordingly. When rotating, the motor 27 of the steering wheel actuator rotates accordingly, generating a back electromotive force, and outputting current to the three-phase bridge resistor 26. The three-phase bridge resistor 26 of the utility model is also connected to the power chip 21 and the microcontroller 22. Therefore, the power chip 21 and the microcontroller chip 22 receive the high-level signal of the three-phase bridge resistor 26. After a certain period of time (a very short time), the power chip 21 and the microcontroller chip 22 meet the wake-up requirements and enter the wake-up state. The entire steering wheel actuator enters the working state. Based on the function of wire-controlled steering, the steering wheel actuator outputs torque to prevent the steering wheel from turning. Thereby, the driver can be assisted to wake up the steering wheel actuator by holding the steering wheel (at a small angle), thereby preventing the steering wheel from turning to assist the driver to enter the seat, or the driver can wake up the steering wheel actuator to output torque to prevent the steering wheel from turning after the engine is turned off, so as to avoid harm to the driver.

[0032] The utility model can make the steering wheel execution system more flexible by adding a self-wake-up function to the steering wheel execution system, meet more usage scenarios when the vehicle is not in the ignition state (such as holding the steering wheel to get into the seat), and avoid safety accidents caused by steering wheel rotation when the vehicle is not in the ignition state.

Claims

1. A self-wake-up circuit for a wire-controlled steering system, comprising a power supply, a power chip, a microcontroller chip, a pre-driver chip, a three-phase bridge, a phase separator, and a motor, characterized in that: The power chip (21) is interconnected with the O_D_SBC port and the I_D_SBC port of the microcontroller chip (22) through the I_D_SBC port and the O_D_SBC port. The microcontroller chip (22) is interconnected with the O_D_GDU port and the I_D_GDU port of the pre-driver chip (23) through the I_D_GDU port and the O_D_GDU port. The I_S_Drv port and the O_S_Drv port of the pre-driver chip (23) are respectively connected to one end of two three-phase bridges (24). The other ends of the two three-phase bridges (24) are connected through three phase separators. (25) is connected to the motor (27); a three-phase bridge resistor (26) is connected in series between the pre-drive chip (23) and one end of a three-phase bridge (24), and the three-phase bridge resistor (26) is respectively connected to the I_D_IGN_SBC port of the power chip (21) and the I_D_IGN port of the microcontroller chip (22); the vehicle wake-up signal (KL15) of the power chip (21) is connected to the I_D_IGN_CAN port of the microcontroller chip (22) via the I_D_IGN_CAN_SBC port of the power chip (21).

2. A self-wake-up circuit for a steer-by-wire system according to claim 1, characterized in that: The pre-driver chip (23) is connected in series with two three-phase bridges (24).

3. The self-wake-up circuit of a steer-by-wire system according to claim 1, characterized in that: The power supply provides power signals to the power chip (21) and the pre-driver chip (23) respectively.

4. The self-wake-up circuit of a steer-by-wire system according to claim 1, characterized in that: The model of the power chip (21) is 9408 series.

5. The self-wake-up circuit of a steer-by-wire system according to claim 1, characterized in that: The model of the microcontroller chip (22) is RH850 series.

6. The self-wake-up circuit of a steer-by-wire system according to claim 1, characterized in that: The model of the pre-driver chip (23) is 9906 series.

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