High-safety steering wheel angle sensor system with double microcontrollers

Abstract

The utility model discloses a high-safety double-microcontroller steering wheel angle sensor system which comprises a main chip U1 and a safety chip U2, the main chip U1 and the safety chip U2 are respectively connected with an independent power supply and a reset circuit, and the main chip U1 and the safety chip U2 are connected through an SP I 2 pin to achieve monitoring and data transmission. The main chip U1 and the security chip U2 are connected with the first sensor chip and the second sensor chip. According to the high-safety steering wheel angle sensor system with the double microcontrollers, the steering angle sensor is controlled through the double chips, potential safety hazards caused by failure of the angle sensor are greatly reduced, and more stable signal output is provided.

Description

Technical Field

[0001] The utility model relates to the technical field of sensor systems, in particular to a high-security dual-microcontroller steering wheel angle sensor system. Background Art

[0002] The steering wheel angle sensor, which is a component of the vehicle stability control system, is mainly assembled with the clock spring and the combination switch into an assembly and installed in the steering column under the steering wheel. Generally, it communicates with the whole vehicle through the Controller Area Network (CAN) bus and can be divided into an analog steering wheel angle sensor and a digital steering wheel angle sensor.

[0003] Under the control of a single chip, once a fault occurs in the chip program of the existing steering wheel angle sensor, it will stop working normally, and the whole vehicle cannot receive the steering wheel angle signal normally, affecting the vehicle's judgment of the driver's driving intention and posing certain potential safety hazards. Content of the Utility Model

[0004] Technical Problem to be Solved

[0005] The purpose of the utility model is to make up for the deficiencies of the existing technology and provide a high-security dual-microcontroller steering wheel angle sensor system.

[0006] Technical Solution

[0007] To achieve the above purpose, the utility model provides the following technical solution: A high-security dual-microcontroller steering wheel angle sensor system includes a main chip U1 and a security chip U2. The main chip U1 and the security chip U2 are respectively connected to independent power supplies and reset circuits. The main chip U1 and the security chip U2 are connected by SPI 2 pins to achieve monitoring and data transmission. The main chip U1 and the security chip U2 are both connected to a first sensor chip and a second sensor chip.

[0008] As described above, both the main chip U1 and the security chip U2 adopt a 16MHz external oscillation circuit and keep the same timing.

[0009] As described above, the main chip U1 communicates with the first sensor chip and the second sensor chip through the SPI 1-MISO, SPI 1-MOSI, SPI 1-SCK, MCU-CSQ1, and MCU-CSQ2 interfaces.

[0010] As described above, the main chip U1 sends angle-related signals to the whole vehicle through CAN1-TX and CAN1-RX.

[0011] As described above, the security chip U2 monitors and transfers data with the main chip U1 through SPI 2-SCK, SPI 2-MOSI, and SPI 2-MISO.

[0012] As described above, the security chip U2 communicates with the first sensor chip and the second sensor chip through SPI 3-MISO, SPI 3-MOSI, SPI 3-SCK, MCU-CSQ3, and MCU-CSQ4.

[0013] As described above, the security chip U2 communicates with the entire vehicle through CAN2-TX and CAN2-RX.

[0014] Beneficial effects:

[0015] Compared with the prior art, the high-security dual-microcontroller steering wheel angle sensor system has the following beneficial effects:

[0016] The present utility model provides a high-security dual-microcontroller steering wheel angle sensor system. Through the corner sensor controlled by dual chips, the potential safety hazards caused by the failure of the angle sensor are greatly reduced, and a more stable signal output is provided.

[0017] Other advantages, objectives, and features of the present utility model will be described to some extent in the subsequent description, and to some extent, will be obvious to those skilled in the art based on the study of the following text, or can be learned from the practice of the present utility model. Brief description of the drawings

[0018] Figure 1 It is the overall circuit schematic diagram of the present utility model;

[0019] Figure 2 It is the schematic diagram of the connection of the dual chips of the present utility model. Specific embodiments

[0020] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0021] As shown in the figure, the present utility model provides a technical solution: The angle sensor adopts a dual-chip redundancy design. One main chip U1 is a 48-pin chip of model S32K118, and the other safety chip U2 is a 48-pin chip of model S9S12G48. U1 and U2 adopt different power supply methods and reset circuits; when U1 powers on and initializes to run, it sends an enable signal to U2 to make U2 start monitoring the data of U1. When U2 detects a U2 fault during monitoring, it sends a reset signal to reset the main MCU, making it re-initialize and resume normal operation. If U1 cannot be restored, the U2 chip will replace U1 to start normal operation and send an angle sensor signal to the whole vehicle to keep the whole vehicle receiving the steering angle signal normally.

[0022] The dual-chip steering angle sensor system is as follows Figure 1 - Figure 2 , namely U1 and U2 respectively. U1 (main microcontroller chip) S32K118 communicates with the sensor chip through the interfaces of SPI 1-MISO, SPI 1-MOSI, SPI 1-SCK, MCU-CSQ1, and MCU-CSQ2, and calculates the received signals. It sends angle-related signals to the whole vehicle through CAN1-TX and CAN1-RX; U2 (safety monitoring chip) S9S12G48 monitors and transfers data with U1 through SPI 2-SCK, SPI 2-MOSI, and SPI 2-MISO. U2 communicates with the sensor chip through SPI 3-MISO, SPI 3-MOSI, SPI 3-SCK, MCU-CSQ3, and MCU-CSQ4, which has the same function as U1, performs angle calculation and output, and sends angle-related information to the whole vehicle through CAN2-TX and CAN2-RX after U1 fails. U1 and U2 are powered by the 5V stable voltage converted from the vehicle voltage. U2 monitors the working state of the main MCU through SPI 2 and sends a reset signal, and at the same time receives and monitors the CAN1 message information sent by the main MCU. After detecting a U1 fault and being unable to restore it, it will replace U1 to send the message. Both U1 and U2 adopt a 16MHz external oscillation circuit and keep the same timing.

[0023] It should be noted that in this text, the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model; the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In addition, unless otherwise clearly specified and defined, the terms "fixedly installed", "installed", "connected", "coupled" should be understood in a broad sense. For example, "installed" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a mechanical connection or an electrical connection; "coupled" can be a direct connection, an indirect connection through an intermediate medium, or an internal connection between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0024] Although the embodiments of the present utility model have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present utility model. The scope of the present utility model is defined by the appended claims and their equivalents.

Claims

1. A high-security dual-microcontroller steering wheel angle sensor system, characterized in that: It includes a main chip U1 and a security chip U2. The main chip U1 and the security chip U2 are respectively connected to independent power supplies and reset circuits. The main chip U1 and the security chip U2 are connected using SPI 2 pins to achieve monitoring and data transmission. The main chip U1 and the security chip U2 are both connected to the first sensor chip and the second sensor chip.

2. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 1, characterized in that: Both the main chip U1 and the security chip U2 use a 16MHz external oscillation circuit and maintain the same timing.

3. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 2, characterized in that: The main chip U1 communicates with the first sensor chip and the second sensor chip through the SPI 1-MISO, SPI 1-MOSI, SPI 1-SCK, MCU-CSQ1, and MCU-CSQ2 interfaces.

4. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 3, characterized in that: The main chip U1 sends angle-related signals to the vehicle through CAN1-TX and CAN1-RX.

5. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 4, characterized in that: The security chip U2 monitors and transmits data with the main chip U1 through SPI 2-SCK, SPI 2-MOSI, and SPI 2-MISO.

6. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 5, characterized in that: The security chip U2 communicates with the first sensor chip and the second sensor chip through SPI 3-MISO, SPI 3-MOSI, SPI 3-SCK, MCU-CSQ3, and MCU-CSQ4.

7. A high-safety dual-microcontroller steering wheel angle sensor system according to claim 6, characterized in that: The safety chip U2 communicates with the vehicle through CAN2-TX and CAN2-RX.

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