Redundant steering control system and vehicle

Abstract

The utility model relates to a redundant steering control system and a vehicle. The system comprises a first control assembly, a second control assembly, a first motor, a second motor and a switch assembly. The first control assembly is connected with the first motor, connected with the second motor through the switch assembly and used for controlling the first motor to generate first power-assisted steering, the second control assembly is connected with the second motor and used for controlling the second motor to generate second power-assisted steering, and the first control assembly is further used for controlling the second motor to generate second power-assisted steering when the second control assembly is in a failure state. And the second motor is controlled by the first control assembly to generate second steering assistance. Thus, under the condition that the second control assembly is in the failure state, the first control assembly can provide all power-assisted steering by controlling the first motor and the second motor, the auxiliary driving function is reserved, and therefore the robustness and the fault handling capacity of the redundant steering control system can be enhanced; and the satisfaction degree of the experience feeling of the user can be effectively improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of electronic control systems, and in particular, to a redundant steering control system and a vehicle. Background Art

[0002] With the rapid development of autonomous driving technology, vehicles have put forward unprecedented high standards for the reliability and safety of steering systems. Autonomous vehicles perform steering operations autonomously without direct intervention from the driver, and any steering system failure may lead to serious traffic accidents.

[0003] In the prior art, redundant steering control systems are mostly used to reduce the impact of steering control system failures. However, the existing redundant steering systems still have the problem of failure of auxiliary driving functions, affecting driving safety and making the user experience poor. Utility Model Content

[0004] An object of the present disclosure is to provide a redundant steering control system and a vehicle.

[0005] In order to achieve the above-mentioned object, a first aspect of the present disclosure provides a redundant steering control system, the system comprising a first control component, a second control component, a first motor, a second motor and a switch component, wherein the first control component is communicatively connected with the second control component;

[0006] The first control component is connected to the first motor and connected to the second motor through the switch component, and is used to control the first motor to generate a first steering assist; the second control component is connected to the second motor and is used to control the second motor to generate a second steering assist;

[0007] The first control component is also used to form a passage between the first control component and the second motor through the switch component when the second control component is in a failed state, so as to control the second motor to generate a second steering assist through the first control component.

[0008] The above technical solution, according to the redundant steering control system and vehicle provided by the present disclosure, is connected to the first motor through the first control component, and is connected to the second motor through the switch component, which is used to control the first motor to generate the first steering assist, and when the second control component is in a failed state, a passage is formed between the first control component and the second motor through the switch component, so as to control the second motor to generate the second steering assist through the first control component; the second control component is connected to the second motor, which is used to control the second motor to generate the second steering assist. In this way, when the second control component is in a failed state, the first control component can control the first motor to generate the first steering assist, and control the second motor to generate the second steering assist, which can provide all steering assists and retain the auxiliary driving function, thereby enhancing the robustness and fault response capabilities of the redundant steering control system, and thus effectively improving the user's experience satisfaction.

[0009] Optionally, the first control component includes a first controller and a first driving module, the second control component includes a second driving module, and the switch component includes a first switch;

[0010] The first output terminal of the first controller is connected to the first input terminal of the first driving module, and the output terminal of the first driving module is connected to the first motor;

[0011] The second output terminal of the first controller is connected to the first terminal of the first switch, the second terminal of the first switch is connected to the first input terminal of the second driving module, and the output terminal of the second driving module is connected to the second motor.

[0012] Optionally, the first controller includes a second switch;

[0013] A first end of the second switch is connected to the first controller, and a second end of the second switch is connected to the first end of the first switch.

[0014] Optionally, the system further includes a first power supply module;

[0015] The first controller is connected to the first power supply module and is used to receive a first power supply current provided by the first power supply module;

[0016] The first controller is further configured to control the first switch and / or the second switch to close to supply power to the second driving module when the second control component is in a failed state.

[0017] Optionally, the system further comprises a data acquisition module;

[0018] The first controller is connected to the data acquisition module, and is used to receive the steering demand information sent by the data acquisition module, generate a first control instruction according to the steering demand information, and control the first drive module and the first motor to generate a first steering assist according to the first control instruction;

[0019] The first controller is further configured to control the second drive module and the second motor to generate a second steering assist according to the first control instruction when the second control component is in a failed state.

[0020] Optionally, the second end of the first switch is further connected to the first driving module, and the first output end of the first controller is connected to the first input end of the first driving module to form a first path;

[0021] The first controller is used to control the first drive module and the first motor to generate a first steering assist through the path between the first controller and the first drive module formed by the first switch when receiving fault information of the first path.

[0022] Optionally, the second control component is also connected to the first motor through the switch component, and is used to form a passage between the second control component and the first motor through the switch component when the first control component is in a failed state, so as to control the first motor to generate a first steering assist through the second control component.

[0023] Optionally, the first control component includes a first driving module, the second control component includes a second controller and a second driving module, and the switch component further includes a third switch;

[0024] The first output terminal of the second controller is connected to the second input terminal of the second driving module, and the output terminal of the second driving module is connected to the second motor;

[0025] The second output terminal of the second controller is connected to the first terminal of the third switch, the second terminal of the third switch is connected to the second input terminal of the first driving module, and the output terminal of the first driving module is connected to the first motor.

[0026] Optionally, the second end of the third switch is also connected to the second driving module.

[0027] The first output terminal of the second controller is connected to the second input terminal of the second driving module to form a second path;

[0028] The second controller is used to control the second drive module and the second motor to generate a second steering assist through the path between the second controller and the second drive module formed by the third switch when receiving the fault information of the second path.

[0029] Optionally, the second controller includes a fourth switch;

[0030] A first end of the fourth switch is connected to the second controller, and a second end of the fourth switch is connected to a first end of the third switch.

[0031] Optionally, the system includes a second power supply module;

[0032] The second controller is connected to the second power supply module and is used to receive a second power supply current provided by the second power supply module;

[0033] The second controller is further configured to control the third switch to be closed and / or the fourth switch to be closed to supply power to the first driving module when the first control component is in a failed state.

[0034] Optionally, the system further comprises a data acquisition module;

[0035] The second controller is connected to the data acquisition module, and is used to receive the steering demand information sent by the data acquisition module, generate a second control instruction according to the steering demand information, and control the second drive module and the second motor to generate a second steering assist according to the second control instruction;

[0036] The second controller is further configured to control the first drive module and the first motor to generate a first steering assist according to the second control instruction when the first control component is in a failed state.

[0037] A second aspect of the present disclosure provides a vehicle, comprising the redundant steering control system according to the first aspect.

[0038] The above technical solution is connected to the first motor through the first control component, and connected to the second motor through the switch component, which is used to control the first motor to generate the first steering assist, and when the second control component is in a failed state, a passage is formed between the first control component and the second motor through the switch component, so as to control the second motor to generate the second steering assist through the first control component; the second control component is connected to the second motor, which is used to control the second motor to generate the second steering assist. In this way, when the second control component is in a failed state, the first control component can control the first motor to generate the first steering assist, and control the second motor to generate the second steering assist, which can provide all steering assists and retain the auxiliary driving function, thereby enhancing the robustness and fault response capabilities of the redundant steering control system, and thus effectively improving the user's experience satisfaction.

[0039] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0041] Figure 1 is a schematic diagram of a redundant steering control system according to an exemplary embodiment of the present disclosure;

[0042] Figure 2 is based on Figure 1 A schematic diagram of a redundant steering control system shown in the illustrated embodiment;

[0043] Figure 3 is based on Figure 2 A schematic diagram of a redundant steering control system shown in the illustrated embodiment;

[0044] Figure 4 is based on Figure 1 A schematic diagram of another redundant steering control system shown in the illustrated embodiment;

[0045] Figure 5 is based on Figure 4 A schematic diagram of a redundant steering control system shown in the illustrated embodiment;

[0046] Figure 6 is based on Figure 4 A schematic diagram of another redundant steering control system shown in the illustrated embodiment;

[0047] Figure 7is a schematic diagram of another redundant steering control system according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0048] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0049] Before introducing the specific implementation methods of the present disclosure in detail, the application scenarios of the present disclosure are first described as follows. The present disclosure can be applied to the application scenario of providing steering assistance for a vehicle when one subsystem of a redundant steering control system fails. In the related art, by providing two independent steering control subsystems with the same functions, it is ensured that when one steering control subsystem fails, it can be immediately switched to another steering control subsystem to maintain the normal steering of the vehicle. However, when one of the steering control subsystems fails, the other steering control subsystem retained can only provide part of the basic steering assistance for the vehicle. For example, when one of the steering control subsystems fails, at this time, the maximum steering assistance provided by the other steering control subsystem retained is only 50% of the steering assistance of the motor. When the assistance demand exceeds 50% of the steering assistance of the motor, it will cause the assisted driving function to fail, affecting driving safety and making the user experience poor.

[0050] In order to solve the above technical problems, the present disclosure provides a redundant steering control system and a vehicle, wherein the first control component is connected to the first motor through the first control component, and the second motor is connected to the second motor through the switch component, and is used to control the first motor to generate a first steering assist, and when the second control component is in a failed state, a passage is formed between the first control component and the second motor through the switch component, so as to control the second motor to generate a second steering assist through the first control component; the second control component is connected to the second motor, and is used to control the second motor to generate a second steering assist. In this way, when the second control component is in a failed state, the first control component can control the first motor to generate the first steering assist, and control the second motor to generate the second steering assist, and can provide all steering assists, retain the auxiliary driving function, thereby enhancing the robustness and fault response capabilities of the redundant steering control system, improving driving safety, and thus effectively improving the user's experience satisfaction.

[0051] Figure 1 is a schematic diagram of a redundant steering control system according to an exemplary embodiment of the present disclosure; Figure 1As shown, the redundant steering control system 100 includes: a first control component 101, a second control component 102, a first motor 103, a second motor 104 and a switch component 105, and the first control component 101 is in communication connection with the second control component 102;

[0052] The first control component 101 is connected to the first motor 103 and connected to the second motor 104 through the switch component 105, and is used to control the first motor 103 to generate a first steering assist, and the second control component 102 is connected to the second motor 104, and is used to control the second motor 104 to generate a second steering assist;

[0053] The first control component 101 is also used to form a passage between the first control component 101 and the second motor 104 through the switch component 105 when the second control component 102 is in a failed state, so as to control the second motor 104 to generate a second steering assist through the first control component 101.

[0054] Wherein, when the first control component 101 and the second control component 102 are both in working state, the first motor 103 receives the control instruction sent by the first control component 101, and generates the first steering assist according to the control instruction; the first control component can receive the state information of the vehicle, generate the control instruction according to the state information of the vehicle, and drive the first motor to generate the first steering assist according to the control instruction. The generation of the control instruction according to the state information of the vehicle can include two aspects, on the one hand, the first control component receives the state information of the vehicle provided by the chassis CAN (Controller Area Network) and generates the control instruction according to the state information of the vehicle, and on the other hand, the first control component receives the state information of the vehicle provided by the ADAS (Advanced Driving Assistance System) CAN and generates the control instruction according to the state information of the vehicle. In addition, the chassis CAN and the ADAS CAN are signal redundant, and all signals related to the redundant steering control function are consistent on these two CAN buses. For example, for the same steering command, power requirement, motor status, fault code and other information, whether transmitted on the chassis CAN or the ADAS CAN, the content, format and update frequency are consistent, ensuring that the data obtained through any CAN bus can accurately reflect the actual status and power requirement of the vehicle. The first steering assist can be used to provide additional first assist for the driver to operate the steering wheel, so that the driver can easily and accurately control the direction of the vehicle.

[0055] In addition, the second control component 102 receives the control instruction sent by the first control component 101, and controls the second motor 104 to generate a second steering assist according to the control instruction. When the second control component 102 is in a failed state, the first motor 103 receives the control instruction sent by the first control component 101, and generates a first steering assist according to the control instruction; the first control component 101 is connected to the second motor 104 through the switch component 105, and the second motor 104 receives the control instruction sent by the first control component 101 through the passage between the first control component 101 and the second motor 104 formed by the switch component 105, and generates a second steering assist according to the control instruction; the second steering assist can be used to provide an additional second assist for the driver to operate the steering wheel, so that the driver can easily and accurately control the direction of the vehicle. The switch component 105 may include a signal switching relay, a semiconductor switch (for example, MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor, Metal-Oxide Semiconductor Field-Effect Transistor, IGBT (Insulated Gate Bipolar Transistor, Insulated Gate Bipolar Transistor)), an optical coupler and other switching forms. The first motor 103 can be different types of motors such as a three-phase motor, a six-phase motor, a linear motor or a synchronous reluctance motor, and the second motor 104 can also be different types of motors such as a three-phase motor, a six-phase motor, a linear motor or a synchronous reluctance motor, which is not limited in the present disclosure.

[0056] It should be noted that the first control component 101 determines the first power-assistance requirement information and generates the first control instruction according to the collected sensor data (such as steering torque, vehicle speed, steering angle, etc.) and the vehicle status information sent by the chassis CAN, and the second control component 102 determines the second power-assistance requirement information and generates the second control instruction according to the collected sensor data (such as steering torque, vehicle speed, steering angle, etc.) and the vehicle status information sent by the ADAS CAN. The first control component 101 and the second control component 102 exchange the power-assistance requirement information in real time through the internal communication link. The first power-assistance requirement information and the second power-assistance requirement information are matched. If the two are consistent within the preset tolerance range, it is considered that both control components are working normally; if the two are inconsistent within the preset tolerance range, there may be a fault. When an inconsistency is detected, an independent data source (such as an additional sensor, a backup communication interface, etc.) can be used to cross-verify the input data of the first control component 101 and the second control component 102. In the case where there is an obvious error in the input data used by the second control component 102, it can be determined that the second control component 102 is in a failed state.

[0057] According to the above technical solution, when the second control component 102 is in a failed state, the first control component can control the first motor 103 to generate a first steering assist, and control the second motor 104 to generate a second steering assist, and can provide full steering assist and retain the assisted driving function, thereby enhancing the robustness and fault response capability of the redundant steering control system, improving driving safety, and further effectively improving the user's satisfaction with the experience.

[0058] Figure 2 is based on Figure 1 The embodiment shown is a schematic diagram of a redundant steering control system, such as Figure 2 As shown, the system further includes a first power supply module 106 and a data acquisition module 107, the first control component 101 includes a first controller 1011 and a first drive module 1012, the first controller 1011 includes a second switch K1, the second control component 102 includes a second drive module 1021, and the switch component 105 includes a first switch 1051;

[0059] The first output terminal of the first controller 1011 is connected to the first input terminal of the first driving module 1012, and the output terminal of the first driving module 1012 is connected to the first motor 103;

[0060] The second output end of the first controller 1011 is connected to the first end of the first switch 1051 , the second end of the first switch 1051 is connected to the first input end of the second driving module 1021 , and the output end of the second driving module 1021 is connected to the second motor 104 .

[0061] The first end of the second switch K1 is connected to the first controller 1011, and the second end of the second switch K1 is connected to the first end of the first switch 1051. The first controller 1011 is connected to the first power supply module 106, and is used to receive the first power supply current provided by the first power supply module 106; the first controller 1011 is also used to control the first switch 1051 and / or the second switch K1 to close to supply power to the second drive module 1021 when the second control component 102 is in a failed state. The first controller 1011 is connected to the data acquisition module 107, and is used to receive the steering demand information sent by the data acquisition module 107, generate a first control instruction according to the steering demand information, and control the first drive module 1012 and the first motor 103 to generate a first steering assist according to the first control instruction; the first controller 1011 is also used to control the second drive module 1021 and the second motor 104 to generate a second steering assist according to the first control instruction when the second control component 102 is in a failed state.

[0062] It should be noted that the first switch is located outside the controller and can be an independent external hardware component (such as a relay, an intelligent power switch, etc.), which can be operated independently of the controller. The first drive module 1012 controls the operation of the first motor 103 according to the control instruction sent by the first controller 1011, and the first motor 103 generates a first steering assist through a mechanical transmission device (such as a gear box, a worm pair, etc.). The second drive module 1021 controls the operation of the second motor 104 according to the control instruction sent by the first controller 1011, and the second motor 104 generates a second steering assist through a mechanical transmission device.

[0063] The above technical solution forms a path between the first controller 1011 and the first motor 103 through the first drive module 1012, and forms a path between the first controller 1011 and the second motor 104 through the first switch 1051 and the second drive module 1021. It can provide a hardware basis for the first controller 1011 to control the first motor 103 to generate a first steering assist and control the second motor 104 to generate a second steering assist when the second control component 102 is in a failed state.

[0064] Optionally, the first controller 1011 includes a second switch K1;

[0065] A first end of the second switch K1 is connected to the first controller 1011 , and a second end of the second switch K1 is connected to a first end of the first switch 1051 .

[0066] The second switch K1 (eg, MOSFET, IGBT, relay, etc.) is disposed inside the first controller 1011 and can control the connection with the second switch K1. The first switch 1051 is connected to the second switch K1 via a physical interface (eg, cable, connector).

[0067] The above technical solution forms a multi-layer redundancy and fault isolation mechanism by connecting the second switch K1 inside the controller with the first switch 1051 of the switch assembly 105, and connecting the second switch K1 with the drive module and the motor, thereby improving the reliability and safety of the steering control system.

[0068] Optionally, the system further includes a first power supply module 106;

[0069] The first controller 1011 is connected to the first power supply module 106 and is used to receive a first power supply current provided by the first power supply module 106;

[0070] The first controller 1011 is further configured to control the first switch 1051 and / or the second switch K1 to close to supply power to the second driving module 1021 when the second control component 102 is in a failed state.

[0071] Wherein, when the first controller 1011 is connected to the second driving module 1021 through the first switch 1051, if the second control component 102 is in a failed state, the first controller 1011 controls the first switch 1051 to be closed, and supplies power to the second driving module 1021. When the first controller 1011 is connected to the second driving module 1021 through the second switch K1, if the second control component 102 is in a failed state, the first controller 1011 controls the second switch K1 to be closed, and supplies power to the second driving module 1021. When the first controller 1011 is connected to the second driving module 1021 through the first switch 1051 and the second switch K1, the first controller 1011 controls the first switch 1051 and the second switch K1 to be closed, and supplies power to the second driving module 1021.

[0072] It should be noted that the redundant steering control system can ensure that when the main system fails, it can immediately switch to the backup system and work normally. The backup system must have the same current carrying capacity as the main system, and can drive the motor to provide the same steering assistance to maintain the normal driving of the vehicle and the driver's control experience. Therefore, the power connector and the circuit in the controller need to determine the model according to the maximum current. For example, the wire diameter of the wiring harness connected to the power supply module needs to be thickened to meet the double current requirement. In addition, when the first control component 101 and the second control component 102 are in working state, the first control component 101 receives the single-channel power supply current provided by the first power supply module 106; when the second control component 102 is in a failed state, the first control component 101 receives the first power supply current, and divides the first power supply current into two equal parts, respectively inputting them into the first drive module 1012, and inputting them into the second drive module 1021 through the first switch 1051 and / or the second switch K1, and the first power supply current is twice the single-channel power supply current.

[0073] In the above technical solution, the first controller 1011 receives the power from the first power supply module 106 and controls the first motor 103 to generate the first steering assist. Moreover, when the second control component 102 is in a failed state, the first controller 1011 can control the first switch 1051 and / or the second switch K1 to supply power to the second drive module 1021 and control the second motor 104 to generate the second steering assist, which can ensure the overall operation of the redundant steering control system, thereby enhancing the robustness and fault response capability of the redundant steering control system.

[0074] Optionally, the system further includes a data acquisition module 107;

[0075] The first controller 1011 is connected to the data acquisition module 107, and is used to receive the steering demand information sent by the data acquisition module 107, generate a first control instruction according to the steering demand information, and control the first driving module 1012 and the first motor 103 to generate a first steering assist according to the first control instruction;

[0076] The first controller 1011 is further configured to control the second driving module 1021 and the second motor 104 to generate a second steering assist according to the first control instruction when the second control component 102 is in a failed state.

[0077] Wherein, the data acquisition module 107 may include sensors, driver input devices (such as steering wheel torque sensor, steering angle sensor, pedal position sensor, etc.) or other signal sources (such as chassis CAN or ADAS CAN, etc.), and monitor the steering action of the vehicle or the driver's steering intention in real time to obtain steering demand information. The first control instruction may include specific operation instructions for the first drive module 1012 and the first motor 103 and the second drive module 1021 and the second motor 104, such as target assist torque, motor speed, steering angle, etc., to meet the current steering demand. The first motor 103 and the second motor 104 are usually directly or indirectly connected to a steering device (such as a rack, a gear, a steering column, etc.), and the power output of the motor assists the driver in steering operations.

[0078] It should be noted that when the second control component 102 fails, the first controller 1011 can control the second driving module 1021 and the second motor 104 originally controlled by the second control component 102 to generate the second steering assistance according to the first control instruction. At this time, the first controller 1011 not only controls the operation of the first steering assistance system, but also controls the second driving module 1021 and the second motor 104 to generate the second steering assistance consistent with the first control instruction.

[0079] In the above technical solution, the first controller 1011 generates and executes the first control instruction by receiving the steering demand information from the data acquisition module 107, so as to control the first drive module 1012 and the first motor 103 to provide the first steering assistance. When the second control component 102 fails, the first controller 1011 can also simultaneously control the second drive module 1021 and the second motor 104 to provide the second steering assistance, thereby ensuring the normal operation of the dual-redundant steering assistance system and enhancing the reliability and fault response capability of the system.

[0080] Figure 3 is based on Figure 2 The embodiment shown is a schematic diagram of a redundant steering control system, such as Figure 3 As shown, the second end of the first switch 1051 is also connected to the first driving module 1012.

[0081] The first output terminal of the first controller 1011 is connected to the first input terminal of the first driving module 1012 to form a first path;

[0082] The first controller 1011 is used to control the first driving module 1012 and the first motor 103 to generate a first steering assist through the path between the first controller 1011 and the first driving module 1012 formed by the first switch 1051 when receiving the fault information of the first path.

[0083] Wherein, the fault information of the first path may be abnormal communication state information of the first path, including abnormal information such as communication error, data packet loss or response delay. In the case of receiving the fault information of the first path, the first drive module 1012 and the first motor 103 may be controlled to generate the first steering assist through the path between the first controller 1011 and the first drive module 1012 and the first motor 103 formed by the first switch 1051. In addition, in the case of receiving the fault information of the first path, if it is determined that the second control component 102 is in a failed state, the first drive module 1012 and the first motor 103 may be controlled to generate the first steering assist through the path between the first controller 1011 and the first drive module 1012 and the first motor 103 formed by the first switch 1051, and the second drive module 1021 and the second motor 104 may be controlled to generate the second steering assist.

[0084] The above technical scheme can, when the first path fails, connect the first drive module 1012 and the first motor 103 through the first switch 1051 to generate a first steering assist. It can also, when the first path fails and the second control component 102 is in a failed state, connect the path between the first drive module 1012 and the first motor 103 through the first switch 1051 to provide a first steering assist, and connect the path between the second drive module 1021 and the second motor to provide a second steering assist, thereby ensuring the normal operation of the dual redundant steering assist system and enhancing the reliability and fault response capability of the system.

[0085] Figure 4 is based on Figure 1 The embodiment shown is a schematic diagram of another redundant steering control system, such as Figure 4 As shown,

[0086] The second control component 102 is also connected to the first motor 103 through the switch component 105, and is used to form a passage between the second control component 102 and the first motor 103 through the switch component 105 when the first control component 101 is in a failed state, so as to control the first motor 103 to generate a first steering assist through the second control component 102.

[0087] Among them, when the first control component 101 and the second control component 102 are both in working state, the first motor 103 receives the control instruction sent by the first control component 101, and generates a first steering assist according to the control instruction; the second control component 102 receives the control instruction sent by the first control component 101, and controls the second motor 104 to generate a second steering assist according to the control instruction.

[0088] When the first control component 101 is in a failed state, the second motor 104 receives the control instruction sent by the second control component 102, and generates a second steering assist according to the control instruction; the second control component 102 is connected to the first motor 103 through the switch component 105, and the first motor 103 receives the control instruction sent by the second control component 102 through the passage between the second control component 102 and the first motor 103 formed by the switch component 105, and generates a first steering assist according to the control instruction.

[0089] It should be noted that the first motor 103 can be different types of motors such as a three-phase motor, a six-phase motor, a linear motor or a synchronous reluctance motor, and the second motor 104 can also be different types of motors such as a three-phase motor, a six-phase motor, a linear motor or a synchronous reluctance motor, and the present disclosure does not limit this.

[0090] According to the above technical solution, when the first control component 101 is in a failed state, the second control component 102 can control the second motor 104 to generate a second steering assist, and control the first motor 103 to generate a first steering assist, thereby providing full steering assist, retaining the assisted driving function, and enhancing the robustness and fault response capability of the redundant steering control system, thereby effectively improving the user's experience satisfaction.

[0091] Figure 5 is based on Figure 4 The embodiment shown is a schematic diagram of a redundant steering control system, such as Figure 5 As shown, the system includes a second power supply module 108 and a data acquisition module 107, the first control component 101 includes a first drive module 1012, the second control component 102 includes a second controller 1022 and a second drive module 1021, the second controller 1022 includes a fourth switch K2, and the switch component 105 also includes a third switch 1052;

[0092] The first output terminal of the second controller 1022 is connected to the second input terminal of the second driving module 1021, and the output terminal of the second driving module 1021 is connected to the second motor 104;

[0093] The second output end of the second controller 1022 is connected to the first end of the third switch 1052 , the second end of the third switch 1052 is connected to the second input end of the first driving module 1012 , and the output end of the first driving module 1012 is connected to the first motor 103 .

[0094] Wherein, the first end of the fourth switch K2 is connected to the second controller 1022, and the second end of the fourth switch K2 is connected to the first end of the third switch 1052. The second controller 1022 is connected to the second power supply module 108, and is used to receive the second power supply current provided by the second power supply module 108; the second controller 1022 is also used to control the third switch 1052 to be closed and / or the fourth switch K2 to be closed when the first control component 101 is in a failed state, so as to supply power to the first drive module 1012. The second controller 1022 is connected to the data acquisition module 107, and is used to receive the steering demand information sent by the data acquisition module 107, generate a second control instruction according to the steering demand information, and control the second drive module 1021 and the second motor 104 to generate a second steering assist according to the second control instruction;

[0095] The second controller 1022 is further configured to control the first driving module 1012 and the first motor 103 to generate a first steering assist according to the second control instruction when the first control component 101 is in a failed state.

[0096] It should be noted that the third switch 1052 is located outside the controller and can be an independent external hardware component (such as a relay, an intelligent power switch, etc.), and can be operated independently of the controller. The first drive module 1012 controls the operation of the first motor 103 according to the control instruction sent by the second controller 1022, and the first motor 103 generates a first steering assist through a mechanical transmission device (such as a gear box, a worm pair, etc.). The second drive module 1021 controls the operation of the second motor 104 according to the control instruction sent by the second controller 1022, and the second motor 104 generates a second steering assist through a mechanical transmission device.

[0097] The above technical solution forms a path between the second controller 1022 and the second motor 104 through the second drive module 1021, and forms a path between the second controller 1022 and the first motor 103 through the third switch 1052 and the first drive module 1012. This can provide a hardware basis for the second controller 1022 to control the first motor 103 to generate a first steering assist, and to control the second motor 104 to generate a second steering assist when the first control component 101 is in a failure state.

[0098] Optionally, the second controller 1022 includes a fourth switch K2;

[0099] A first end of the fourth switch K2 is connected to the second controller 1022 , and a second end of the fourth switch K2 is connected to a first end of the third switch 1052 .

[0100] The fourth switch K2 (eg, MOSFET, IGBT, relay, etc.) is disposed inside the second controller 1022 and can control the connection with the third switch 1052. The third switch 1052 is connected to the fourth switch K2 via a physical interface (eg, cable, connector).

[0101] The above technical solution forms a multi-layer redundancy and fault isolation mechanism by connecting the fourth switch K2 inside the controller with the third switch 1052 of the switch assembly 105, and connecting the fourth switch K2 with the drive module and the motor, thereby improving the reliability and safety of the steering control system.

[0102] Optionally, the system includes a second power supply module 108;

[0103] The second controller 1022 is connected to the second power supply module 108 and is used to receive a second power supply current provided by the second power supply module 108;

[0104] The second controller 1022 is further configured to control the third switch 1052 to be closed and / or the fourth switch K2 to be closed when the first control component 101 is in a failed state, so as to supply power to the first driving module 1012 .

[0105] Wherein, when the second controller 1022 is connected to the first driving module 1012 through the third switch 1052, if the first control component 101 is in a failed state, the first controller 1011 controls the third switch 1052 to be closed, and supplies power to the second driving module 1021. When the second controller 1022 is connected to the first driving module 1012 through the fourth switch K2, if the first control component 101 is in a failed state, the second controller 1022 controls the fourth switch K2 to be closed, and supplies power to the first driving module 1012. When the second controller 1022 is connected to the second driving module 1021 through the third switch 1052 and the fourth switch K2, the second controller 1022 controls the third switch 1052 and the fourth switch K2 to be closed, and supplies power to the first driving module 1012.

[0106] It should be noted that the redundant steering control system can ensure that when the main system fails, it can immediately switch to the backup system and work normally. The backup system needs to have the same current carrying capacity as the main system, and can drive the motor to provide the same steering assistance to maintain the normal driving of the vehicle and the driver's control experience. Therefore, the power connector and the circuit in the controller need to determine the model according to the maximum current. For example, the wire diameter of the wiring harness connected to the power supply module needs to be thickened to meet the double current requirement. In addition, when the first control component 101 and the second control component 102 are in working state, the first control component 101 receives the single-way power supply current provided by the first power supply module 106; when the first control component 101 is in a failed state, the second control component 102 receives the second power supply current, and divides the second power supply current into two equal parts, respectively inputting them into the second drive module 1021, and inputting them into the first drive module 1012 through the third switch 1052 and / or the fourth switch K2, and the second power supply current is twice the single-way power supply current.

[0107] In the above technical solution, the second controller 1022 receives the power from the second power supply module 108 and controls the second motor 104 to generate the second steering assist. Moreover, when the first control component 101 is in a failed state, the second controller 1022 can control the third switch 1052 and / or the fourth switch K2 to supply power to the first drive module 1012 and control the first motor 103 to generate the first steering assist, which can ensure the overall operation of the redundant steering control system, thereby enhancing the robustness and fault response capability of the redundant steering control system.

[0108] Optionally, the system further includes a data acquisition module 107;

[0109] The second controller 1022 is connected to the data acquisition module 107, and is used to receive the steering demand information sent by the data acquisition module 107, generate a second control instruction according to the steering demand information, and control the second driving module 1021 and the second motor 104 to generate a second steering assist according to the second control instruction;

[0110] The second controller 1022 is further configured to control the first driving module 1012 and the first motor 103 to generate a first steering assist according to the second control instruction when the first control component 101 is in a failed state.

[0111] Wherein, the data acquisition module 107 may include sensors, driver input devices (such as steering wheel torque sensor, steering angle sensor, pedal position sensor, etc.) or other signal sources (such as chassis CAN or ADAS CAN, etc.), and monitor the steering action of the vehicle or the driver's steering intention in real time to obtain steering demand information. The second control instruction may include specific operation instructions for the first drive module 1012 and the first motor 103 and the second drive module 1021 and the second motor 104, such as target assist torque, motor speed, steering angle, etc., to meet the current steering demand. The first motor 103 and the second motor 104 are usually directly or indirectly connected to a steering device (such as a rack, a gear, a steering column, etc.), and the power output of the motor assists the driver in steering operations.

[0112] It should be noted that when the first control component 101 fails, the second controller 1022 can control the first driving module 1012 and the first motor 103 originally controlled by the first control component 101 to generate the first steering assistance according to the second control instruction. At this time, the second controller 1022 not only controls the operation of the second steering assistance system, but also controls the first driving module 1012 and the first motor 103 to generate the first steering assistance consistent with the second control instruction.

[0113] In the above technical solution, the second controller 1022 generates and executes the second control instruction by receiving the steering demand information from the data acquisition module 107, so as to control the second drive module 1021 and the second motor 104 to provide the second steering assistance. When the first control component 101 fails, the second controller 1022 can also simultaneously control the first drive module 1012 and the first motor 103 to provide the first steering assistance, thereby ensuring the normal operation of the dual-redundant steering assistance system and enhancing the reliability and fault response capability of the system.

[0114] Figure 6 is based on Figure 4 The embodiment shown is a schematic diagram of another redundant steering control system; Figure 4 As shown, the second end of the third switch 1052 is also connected to the second driving module 1021.

[0115] The first output terminal of the second controller 1022 is connected to the second input terminal of the second driving module 1021 to form a second path;

[0116] The second controller 1022 is used to control the second driving module 1021 and the second motor 104 to generate a second steering assist through the path between the second controller 1022 and the second driving module 1021 formed by the third switch 1052 when receiving the fault information of the second path.

[0117] Wherein, the fault information of the second path may be abnormal communication state information of the second path, including abnormal information such as communication error, data packet loss or response delay. In the case of receiving the fault information of the second path, the second driving module 1021 and the second motor 104 may be controlled to generate the second steering assistance through the path between the second controller 1022 and the second driving module 1021 and the second motor 104 formed by the third switch 1052. Secondly, in the case that the first controller 1011 receives the fault information of the first path and the second controller 1022 receives the fault information of the second path, the first driving module 1012 and the first motor 103 may be controlled to generate the first steering assistance through the path between the first controller 1011 and the first driving module and the first motor formed by the first switch, and the second driving module 1021 and the second motor 104 may be controlled to generate the second steering assistance through the path between the second controller 1022 and the second driving module 1021 and the second motor 104 formed by the third switch 1052. Furthermore, when the second controller 1022 receives the second path fault information, if it is determined that the first controller 1011 is in a failed state, the second drive module 1021 and the second motor 104 can be controlled to generate a second steering assist through the path between the second controller 1022 and the second drive module 1021 and the second motor 104 formed by the third switch 1052. The first drive module 1012 and the first motor 103 can also be controlled to generate a first steering assist through the path between the second controller 1022 and the first drive module 1012 and the second motor 104 formed by the third switch 1052.

[0118] The above technical scheme can, when the second path fails, connect the second drive module 1021 and the second motor 104 through the third switch 1052 to generate the second steering assist. It can also, when the first path and the second path fail, establish a path between the first controller 1011 and the first motor 103 through the first switch 1051 to generate the first steering assist, and establish a path between the second controller 1022 and the second motor 104 through the third switch 1052 to generate the second steering assist. It can also, when the second path fails and the first controller 1011 is in a failed state, connect the path between the first drive module 1012 and the first motor 103 through the third switch 1052 to provide the first steering assist, and connect the path between the second drive module 1021 and the second motor 104 to provide the second steering assist, thereby ensuring the normal operation of the dual redundant steering assist system and enhancing the reliability and fault response capability of the system.

[0119] Figure 7is a schematic diagram of another redundant steering control system according to an exemplary embodiment of the present disclosure, such as Figure 7 As shown, the system includes a main control chip 501, an auxiliary control chip 502, an electric switch module 503, a battery 504, a backup battery 505, a first electric drive 506, a second electric drive 507, a first motor winding 508 and a second motor winding 509, the main control chip 501 includes a first gate circuit control 5011, the auxiliary control chip 502 includes a second gate circuit control 5021, the main control chip 501 and the auxiliary control chip 502 are connected in communication, and the electric switch module 503 includes a fifth switch 5031 and a sixth switch 5032;

[0120] Among them, the main control chip 501 and the auxiliary control chip 502 can receive various sensor signals (such as steering wheel angle, torque, vehicle speed, etc.), determine the required steering assist size and direction, and generate control instructions. It is also possible to communicate with other vehicle systems (such as body control module, ADAS system, etc.) through a signal transceiver to receive or send relevant data, such as receiving steering intervention instructions issued by the ADAS system. The first electric drive 506 and the second electric drive 507 (such as an inverter, a power management module, etc.) can convert the direct current input by the main control chip 501 or the auxiliary control chip 502 into the alternating current required by the first motor winding 508 or the second motor winding 509. The motor winding will generate steering assistance according to the input current.

[0121] It should be noted that the main control chip 501 can receive the power assistance requirement information sent by the chassis CAN, and generate a first control instruction according to the power assistance requirement information. The first output end of the main control chip 501 is connected to the first input end of the first electric drive 506, and the first electric drive 506 is used to receive the first control instruction sent by the main control chip 501. The output end of the first electric drive 506 is connected to the first motor winding 508, and the first motor winding 508 is used to receive the first control instruction forwarded by the first electric drive 506, and generate a first steering assist according to the first control instruction; the main control chip 501 includes a first gate circuit control 5011, and the first gate circuit control 5011 is connected to the first end of the fifth switch 5031 of the electric gate module 503, and the second end of the fifth switch 5031 is connected to the first input end of the second electric drive 507. When the auxiliary control chip 502 is in a failed state, the fifth switch 5031 is closed, the second electric drive 507 is used to receive the first control instruction sent by the main control chip 501, the output end of the second electric drive 507 is connected to the second motor winding 509, the second motor winding 509 is used to receive the first control instruction forwarded by the second electric drive 507, and generate a second steering assist according to the first control instruction. The auxiliary control chip 502 can receive the power assistance requirement information sent by the ADAS CAN, and generate a second control instruction according to the power assistance requirement information. The first output end of the auxiliary control chip 502 is connected to the second input end of the second electric drive 507, and the second electric drive 507 is used to receive the second control instruction sent by the auxiliary control chip 502. The output end of the second electric drive 507 is connected to the second motor winding 509, and the second motor winding 509 is used to receive the second control instruction forwarded by the second electric drive 507, and generate a second steering assist according to the second control instruction; the auxiliary control chip 502 includes a second gate circuit control 5021, and the second gate circuit control 5021 is connected to the first end of the sixth switch 5032 of the electric gate module 503, and the second end of the sixth switch 5032 is connected to the second input end of the first electric drive 506. When the main control chip 501 is in a failed state, the sixth switch 5032 is closed, the first electric drive 506 is used to receive the second control instruction sent by the auxiliary control chip 502, the output end of the first electric drive 506 is connected to the first motor, the first motor is used to receive the second control instruction forwarded by the first electric drive 506, and generate a first steering assist according to the second control instruction.

[0122] In addition, it should be pointed out that the fifth switch 5031 can also be connected to the first electric drive 506, the sixth switch 5032 can also be connected to the second electric drive 507, the first output end of the main control chip 501 is connected to the first input end of the first electric drive 506, and the output end of the first electric drive 506 is connected to the first motor winding 508 to form a third path; in the case of receiving third path fault information, the third path fault information can be abnormal communication status information of the first path, including abnormal information such as communication error, data packet loss or response delay, and can control the first electric drive 506 and the first motor winding 508 to generate a first steering assist through the path between the main control chip 501 and the first electric drive 506 and the first motor winding 508 formed by the fifth switch 5031. The first output end of the auxiliary control chip 502 is connected to the second input end of the second electric drive 507, and the output end of the second electric drive 507 is connected to the second motor winding 509 to form a fourth path; when fault information of the fourth path is received, the fault information of the fourth path may be abnormal communication status information of the fourth path, including abnormal information such as communication error, data packet loss or response delay, and the path between the auxiliary control chip 502 and the second electric drive 507 and the second motor winding 509 formed by the sixth switch 5032 is used to control the second electric drive 507 and the second motor winding 509 to generate a second steering assist. When the fault information of the third path and the fault information of the fourth path are received at the same time, the path between the main control chip 501 and the first electric drive 506 and the first motor winding 508 formed by the fifth switch 5031 is used to control the first electric drive 506 and the first motor winding 508 to generate a first steering assist; the path between the auxiliary control chip 502 and the second electric drive 507 and the second motor winding 509 formed by the sixth switch 5032 is used to control the second electric drive 507 and the second motor winding 509 to generate a second steering assist. When the fault information of the third path is received, if it is determined that the auxiliary control chip 502 is in a failed state, the first electric drive 506 and the first motor winding 508 can be controlled to generate a first steering assist through the path between the main control chip 501 and the first electric drive 506 and the first motor winding 508 formed by the fifth switch 5031. The second electric drive 507 and the second motor winding 509 can also be controlled to generate a second steering assist through the path between the main control chip 501 and the second electric drive 507 and the second motor winding 509 formed by the fifth switch 5031.When the fault information of the fourth path is received, if it is determined that the main control chip 501 is in a failure state, the second electric drive 507 and the second motor winding 509 can be controlled to generate a second steering assist through the path between the auxiliary control chip 502 formed by the sixth switch 5032 and the second electric drive 507 and the second motor winding 509. The first electric drive 506 and the second motor winding 508 can also be controlled to generate a first steering assist through the path between the auxiliary control chip 502 formed by the sixth switch 5032 and the first electric drive 506 and the second motor winding 508.

[0123] The above technical scheme can provide full steering assistance and retain the assisted driving function when the main control chip 501 or the auxiliary control chip 502 is in a failed state, and can also provide full steering assistance and retain the assisted driving function when the fault information of the third channel and / or the fault information of the fourth channel is received. It can also provide full steering assistance and retain the assisted driving function when the main control chip 501 is in a failed state and receives fault information of the fourth channel, or when the auxiliary control chip 502 is in a failed state and receives fault information of the third channel. It enhances the robustness and fault response capability of the redundant steering control system, and can effectively improve the user's satisfaction with the experience.

[0124] In another exemplary embodiment of the present disclosure, a vehicle is shown, the vehicle comprising the above Figure 1-Figure 7 Any redundant steering control system described above.

[0125] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0126] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0127] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A redundant steering control system, characterized in that: The system comprises a first control component, a second control component, a first motor, a second motor and a switch component, wherein the first control component is communicatively connected with the second control component; The first control component is connected to the first motor and connected to the second motor through the switch component, and is used to control the first motor to generate a first steering assist; the second control component is connected to the second motor and is used to control the second motor to generate a second steering assist; The first control component is also used to form a passage between the first control component and the second motor through the switch component when the second control component is in a failed state, so as to control the second motor to generate a second steering assist through the first control component.

2. The redundant steering control system according to claim 1, characterized in that: The first control component includes a first controller and a first driving module, the second control component includes a second driving module, and the switch component includes a first switch; The first output terminal of the first controller is connected to the first input terminal of the first driving module, and the output terminal of the first driving module is connected to the first motor; The second output terminal of the first controller is connected to the first terminal of the first switch, the second terminal of the first switch is connected to the first input terminal of the second driving module, and the output terminal of the second driving module is connected to the second motor.

3. The redundant steering control system according to claim 2, characterized in that: The first controller includes a second switch; A first end of the second switch is connected to the first controller, and a second end of the second switch is connected to the first end of the first switch.

4. The redundant steering control system according to claim 3, characterized in that: The system also includes a first power supply module; The first controller is connected to the first power supply module and is used to receive a first power supply current provided by the first power supply module; The first controller is further configured to control the first switch and / or the second switch to close to supply power to the second driving module when the second control component is in a failed state.

5. The redundant steering control system according to claim 3, characterized in that: The system also includes a data acquisition module; The first controller is connected to the data acquisition module, and is used to receive the steering demand information sent by the data acquisition module, generate a first control instruction according to the steering demand information, and control the first drive module and the first motor to generate a first steering assist according to the first control instruction; The first controller is further configured to control the second drive module and the second motor to generate a second steering assist according to the first control instruction when the second control component is in a failed state.

6. The redundant steering control system according to claim 2, characterized in that: The second end of the first switch is also connected to the first driving module. The first output terminal of the first controller is connected to the first input terminal of the first driving module to form a first path; The first controller is used to control the first drive module and the first motor to generate a first steering assist through the path between the first controller and the first drive module formed by the first switch when receiving fault information of the first path.

7. The redundant steering control system according to claim 1, characterized in that: The second control component is also connected to the first motor through the switch component, and is used to form a passage between the second control component and the first motor through the switch component when the first control component is in a failed state, so as to control the first motor to generate a first steering assist through the second control component.

8. The redundant steering control system according to claim 7, characterized in that: The first control component includes a first driving module, the second control component includes a second controller and a second driving module, and the switch component also includes a third switch; The first output terminal of the second controller is connected to the second input terminal of the second driving module, and the output terminal of the second driving module is connected to the second motor; The second output terminal of the second controller is connected to the first terminal of the third switch, the second terminal of the third switch is connected to the second input terminal of the first driving module, and the output terminal of the first driving module is connected to the first motor.

9. The redundant steering control system according to claim 8, characterized in that: The second controller includes a fourth switch; A first end of the fourth switch is connected to the second controller, and a second end of the fourth switch is connected to a first end of the third switch.

10. The redundant steering control system according to claim 9, characterized in that: The system includes a second power supply module; The second controller is connected to the second power supply module and is used to receive a second power supply current provided by the second power supply module; The second controller is further configured to control the third switch to be closed and / or the fourth switch to be closed to supply power to the first driving module when the first control component is in a failed state.

11. The redundant steering control system according to claim 9, characterized in that: The system also includes a data acquisition module; The second controller is connected to the data acquisition module, and is used to receive the steering demand information sent by the data acquisition module, generate a second control instruction according to the steering demand information, and control the second drive module and the second motor to generate a second steering assist according to the second control instruction; The second controller is further configured to control the first drive module and the first motor to generate a first steering assist according to the second control instruction when the first control component is in a failed state.

12. The redundant steering control system according to claim 8, characterized in that: The switch assembly further includes a third switch, a second end of the third switch is also connected to the second driving module, The first output terminal of the second controller is connected to the second input terminal of the second driving module to form a second path; The second controller is used to control the second drive module and the second motor to generate a second steering assist through the path between the second controller and the second drive module formed by the third switch when receiving the fault information of the second path.

13. A vehicle, characterized in that: The redundant steering control system comprises any one of claims 1 to 12 above.

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