Steer-by-wire motor controller of unmanned bus

Abstract

The utility model discloses a steer-by-wire motor controller of an unmanned bus, which comprises a power circuit connected with an external low-voltage storage battery and a steering motor and used for controlling positive and negative power supply signals of the steering motor; a main control chip; the minimum system circuit is connected with the main control chip and is used for ensuring the normal operation of the main control chip; the driving circuit is connected with the main control chip and the power circuit; the driving circuit adopts a gate driving chip to control the on-off of an MOS (Metal Oxide Semiconductor) tube in the power circuit; the interface circuit is connected with a vehicle control unit, an external sensor and the main control chip; and the signal acquisition circuit is connected with the power circuit, the interface circuit and the main control chip, and is used for acquiring voltage, current, torque and rotating speed signals of the steering motor and inputting the signals to the main control chip. According to the steer-by-wire motor controller for the unmanned bus, parameters of the steering motor can be accurately controlled, and the steering requirement of the unmanned bus is met.

Description

TECHNICAL FIELD

[0001] The utility model belongs to motor controller technical field, especially relate to a line control steering motor controller of unmanned minibus. BACKGROUND

[0002] With the development of science and technology, unmanned minibus is widely used in public transportation, park commuting and other scenes. As a key component of unmanned minibus, the line control steering system is crucial to driving safety and precise control. Traditional steering relies on mechanical connection, which limits the flexibility and automation of steering, and it is difficult to meet the needs of automatic and precise steering of unmanned minibus according to complex road conditions, preset routes and various sensor information. Currently, motor control technology in electrical engineering field is constantly improving, which can realize accurate adjustment of motor speed and torque. Sensor fusion and feedback control in the field of automation and control engineering are also increasingly mature, which can provide reliable basis for steering. The basis for realizing the above functions is stable and reliable hardware circuit, so the utility model patent develops a motor control hardware circuit for the line control steering system of unmanned minibus. SUMMARY

[0003] The utility model discloses a kind of line control steering motor controllers of unmanned minibus, which can accurately control steering motor parameter, meet the needs of automatic and precise steering of unmanned minibus.

[0004] The technical scheme provided by the utility model is as follows:

[0005] A line control steering motor controller of unmanned minibus, comprising:

[0006] A power circuit is connected with an external low-voltage storage battery and a steering motor, used for controlling positive and negative power supply signals of the steering motor.

[0007] A main control chip;

[0008] A minimum system circuit is connected with the main control chip, used for ensuring normal operation of the main control chip.

[0009] A drive circuit is connected with the main control chip and the power circuit; the drive circuit uses a gate drive chip to control the on-off of MOS tubes in the power circuit.

[0010] An interface circuit is connected with a vehicle controller, external sensors and the main control chip.

[0011] A signal acquisition circuit is connected with the power circuit, the interface circuit and the main control chip, used for acquiring voltage, current, torque and speed signals of the steering motor and inputting them to the main control chip.

[0012] Preferably, the power circuit comprises:

[0013] a current collection chip, 1 pin of which is connected with VCC, 2 pin of which is connected with GND, 3 pin of which is connected with the signal collection circuit, and 5 pin of which is connected with the steering motor;

[0014] four MOS transistors, which are respectively a first MOS transistor, a second MOS transistor, a third MOS transistor and a fourth MOS transistor; the source of the first MOS transistor is connected with the drain of the third MOS transistor and the 4 pin of the current collection chip, the source of the second MOS transistor is connected with the drain of the fourth MOS transistor and the steering motor, the drains of the first MOS transistor and the second MOS transistor are connected with +12V power supply, and the sources of the third MOS transistor and the fourth MOS transistor are grounded;

[0015] a voltage collection circuit, which is composed of two resistors in series; one end of the voltage collection circuit is connected with +12V power supply, the other end is grounded, and the voltage collection circuit is connected with the signal collection circuit;

[0016] a steering motor power supply filter circuit, which is composed of two capacitors in parallel; one end of the steering motor power supply filter circuit is connected with +12V power supply, and the other end is grounded;

[0017] a voltage stabilizing circuit, which is composed of a 7805 chip and a filter circuit, and is used for converting +12V power supply of the external low-voltage storage battery into +5V power supply.

[0018] Preferably, the main control chip is a vehicle MCU of MC9S12DG128BMPV type; the main control chip includes an oscillator pin, a reset pin, a background debugging pin, a power supply pin, a communication pin and an input and output pin.

[0019] Preferably, the minimum system circuit includes:

[0020] a crystal oscillator circuit, which is connected with the oscillator pin and is used for providing a clock pulse signal for the main control chip;

[0021] a reset circuit, which is connected with the reset pin and is used for restarting a program;

[0022] a plurality of power supply circuits, which are respectively connected with the power supply pin and are used for supplying power for the main control chip;

[0023] a row pin BDMIN, 2 pin of which is grounded, 3 pin of which is connected with the background debugging pin, 4 pin of which is connected with the reset pin, and 6 pin of which is connected with VCC.

[0024] Preferably, the driving circuit further includes:

[0025] Two voltage lifting circuits are formed by two capacitors in parallel and a diode in series; the two voltage lifting circuits are connected with the pins of the gate drive chip, for protecting the gate drive chip from being damaged by reverse current;

[0026] A fault display circuit is formed by a resistor and a light emitting diode in series; the two ends of the fault display circuit are connected with the pins of the gate drive chip, for observing whether the drive circuit is faulty.

[0027] Preferably, the interface circuit comprises:

[0028] The first interface module and the second interface module are provided with a plurality of via holes for connecting the external sensor, the vehicle controller, the external low-voltage storage battery and the steer-by-wire motor controller;

[0029] The CAN communication circuit is connected with the communication pin and the first interface module, for realizing data communication between the steering motor controller and the vehicle controller;

[0030] The LED flashing circuit is connected with the first interface module, for observing the running condition of the steering motor controller.

[0031] Preferably, the master control chip, the minimum system circuit, the drive circuit, the signal acquisition circuit, the interface circuit are connected with the COM and arranged on the motor control board, and the power circuit is connected with the COM and arranged on the power circuit board; the power circuit is connected with the drive circuit, the signal acquisition circuit and the interface circuit by inserting the COM and the COM upwards and downwards.

[0032] Preferably, the gate drive chip adopts IR2130.

[0033] The unmanned minibus steer-by-wire motor controller provided by the utility model can accurately control the torque, rotating speed, rotating angle and other parameters of the steering motor, meets the demand of automatic accurate steering of the unmanned minibus according to complex road conditions, preset routes and various sensor information, reduces electromagnetic interference, saves space and is convenient to arrange. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 The utility model discloses an unmanned minibus steer-by-wire motor controller overall structure schematic view.

[0035] Figure 2 The utility model discloses a first interface module structure schematic view.

[0036] Figure 3The utility model discloses a voltage stabilizing circuit structure schematic diagram.

[0037] Figure 4 The utility model discloses a row needle COM, row female COM structure schematic diagram.

[0038] Figure 5 The utility model discloses a current acquisition chip power supply filter circuit structure schematic diagram.

[0039] Figure 6 The utility model discloses a power circuit structure schematic diagram.

[0040] Figure 7 The utility model discloses a main control chip structure schematic diagram.

[0041] Figure 8 The utility model discloses a crystal oscillator circuit structure schematic diagram.

[0042] Figure 9 The utility model discloses a reset circuit structure schematic diagram.

[0043] Figure 10 The utility model discloses a row needle BDMIN structure schematic diagram.

[0044] Figure 11 The utility model discloses a first power supply circuit structure schematic diagram.

[0045] Figure 12 The utility model discloses a second power supply circuit structure schematic diagram.

[0046] Figure 13 The utility model discloses a third power supply circuit structure schematic diagram.

[0047] Figure 14 The utility model discloses a second interface module structure schematic diagram.

[0048] Figure 15 The utility model discloses a first motor torque sensor input signal acquisition circuit structure schematic diagram.

[0049] Figure 16 The utility model discloses a second motor torque sensor input signal acquisition circuit structure schematic diagram.

[0050] Figure 17 The utility model discloses a current signal acquisition circuit structure schematic diagram.

[0051] Figure 18 The utility model discloses a voltage signal acquisition circuit structure schematic diagram.

[0052] Figure 19The first motor sensor input signal acquisition circuit structure schematic diagram of the utility model.

[0053] Figure 20 The second motor sensor input signal acquisition circuit structure schematic diagram of the utility model.

[0054] Figure 21 The third motor sensor input signal acquisition circuit structure schematic diagram of the utility model.

[0055] Figure 22 The driving circuit structure schematic diagram of the utility model.

[0056] Figure 23 The CAN communication circuit structure schematic diagram of the utility model.

[0057] Figure 24 The LED flicker circuit structure schematic diagram of the utility model. DETAILED DESCRIPTION

[0058] The utility model will be made further detailed description in combination with the drawings, so that the person skilled in the art can implement according to the description text.

[0059] As Figure 1The utility model provides a kind of unmanned minibus line control steering motor controller, it includes: power circuit, with external low-voltage battery and steering motor connection;The power circuit is the voltage source of the steering motor, for controlling the positive and negative power supply signal M+ of the steering motor, M-;Master chip U1, it uses the MCU of the model of MC9S12DG128BMPV for vehicle;Minimum system circuit, it is connected with the master chip, for ensuring that the master chip normally operates;Drive circuit, it is connected with the master chip and the power circuit;The drive circuit is increased by setting gate drive chip U2, the gate current of MOS tube in the power circuit, controls the on-off of MOS tube in the power circuit, guarantees the normal control of the steering motor;Interface circuit, it is connected with whole car controller ECU, external sensor and the master chip;The external sensor includes external motor sensor and external motor torque sensor;Signal acquisition circuit, it is connected with the power circuit, the interface circuit and the master chip, for collecting the voltage, current, torque, speed etc. Signal of the steering motor and input to the master chip, to realize the required control effect;Wherein, the master chip, the minimum system circuit, the drive circuit, the signal acquisition circuit, the interface circuit etc. Low-voltage control circuit and row mother COM are arranged on motor control board;The power circuit and row needle COM are arranged on power circuit board, ensure that the power circuit cannot affect other low-voltage control circuit;The motor control board is upper layer board, the power circuit board is lower layer board, the upper layer board component faces up, and the plug-in connector is below, the lower layer board component faces down, and the plug-in connector is above;When steering motor controller works, by the row mother COM and the row needle COM are inserted from top to bottom, the circuit on the motor control board is connected with the circuit on the power board, can reduce electromagnetic interference, can also save space, facilitate arrangement.

[0060] As Figure 2As shown, the interface circuit includes: a first interface module Switch1 arranged on the power circuit board, internally provided with a plurality of through holes; the through hole B1 of the first interface module Switch1 is connected with the 27th pin of the master control chip U1, the through hole B2 is connected with the 26th pin of the master control chip U1, the through holes B4, B5 and B6 are the input signals of the external motor sensor, and the signals are ENGINES, SPEEDS and IGS in sequence; the through holes B7 and B8 of the first interface module Switch1 are the +12V power supply and GND of the steering motor controller, the through hole B7 is connected with the +12V power supply of the external low-voltage storage battery, the through hole B8 is connected with the GND of the external low-voltage storage battery, and the external low-voltage storage battery is the power supply source of the steer-by-wire controller; the through holes A9 and A10 of the first interface module Switch1 are the input signals CANH and CANL of the vehicle controller, and the through holes A11 and A12 are the positive and negative power supply signals M+ and M- output to the steering motor.

[0061] As shown in Figure 3 The power circuit includes: a voltage stabilizing circuit, which includes: a voltage stabilizing chip U5, a twenty-ninth capacitor C29 (470 μF), a thirtieth capacitor C30 (100 μF) and a thirty-first capacitor C31 (0.1 μF); the model of the voltage stabilizing chip U5 is 7805, the 1st pin of the voltage stabilizing chip U5 is connected with the B7 through hole of the first interface module Switch1, the 2nd pin is grounded, and the 3rd pin outputs +5V low-voltage power supply VCC; one end of the twenty-ninth capacitor C29 is connected with the 1st pin of the voltage stabilizing chip, and the other end is grounded; the thirtieth capacitor C30 and the thirty-first capacitor C31 are connected in parallel to form an output power supply filtering circuit, one end of the output power supply filtering circuit is connected with the 3rd pin of the voltage stabilizing chip, and the other end is grounded. The voltage stabilizing circuit reduces the +12V power supply to +5V low-voltage power supply VCC through the voltage stabilizing chip U5, and supplies power for the master control chip U1, the current collection chip U4 and the like.

[0062] As shown in Figure 4As shown, the pin COM, its 1 foot is M+ signal, and the via A11 of the first interface module Switch1 is connected; 2 feet is M- signal, and the via A12 of the first interface module Switch1 is connected; 3 feet is the first MOS tube Q1 control signal, 4 feet is the second MOS tube Q2 control signal, 5 feet is the third MOS tube Q3 control signal, 6 feet is the fourth MOS tube Q4 control signal, 7 feet is the current signal CIRCUITS, 8 feet is the voltage signal VOLTAGES, 9 feet connects VCC, 10 feet and 12 feet connect GND, 11 feet connects +12V power supply, so as to ensure the normal power supply of the gate drive chip U2 and other chips in the drive circuit; wherein, the female COM and the pin COM have the same structure, and are arranged on the motor control board and the power circuit board respectively, and the circuit on the motor control board and the circuit on the power board are connected by inserting the female COM and the pin COM.

[0063] As shown in the figure, Figure 5 As shown, the power circuit further comprises: a current acquisition chip power supply filtering circuit, which comprises a twenty-seventh capacitor C27 (1μF / 25V) and a twenty-eighth capacitor C28 (10μF / 25V), the twenty-seventh capacitor C27 and the twenty-eighth capacitor C28 are connected in parallel, and two ends are connected with VCC and ground respectively. The current acquisition chip power supply filtering circuit is filtered and then used as the power supply of the current acquisition chip U4, which reduces the noise of the power input.

[0064] As shown in the figure, Figure 6 As shown, the power circuit comprises:

[0065] The current acquisition chip U4, its 1 foot connects VCC, 2 feet connects GND, 3 feet connects with the 7 feet of the pin COM, 5 feet connects with the 1 foot of the pin COM, and is used as the output foot of the power signal M- of the steering motor; the model of the current acquisition chip U4 is ACS750XCA-50; the current acquisition chip U4 is used to collect the current signal input to the steering motor; the current acquisition chip U4 based on Hall effect is used, the output voltage is proportional to the detected current, and the bandwidth can reach 13KHz, which can better filter out noise.

[0066] Four MOS tubes, which are: a first MOS tube Q1 (88N04), a second MOS tube Q2 (88N04), a third MOS tube Q3 (88N04) and a fourth MOS tube Q4 (88N04); the four MOS tubes constitute an H-bridge circuit; the source of the first MOS tube Q1 is connected with the drain of the third MOS tube Q3 and is connected with the 4th pin of the current collection chip U4, the source of the second MOS tube Q2 is connected with the drain of the fourth MOS tube Q4 and is connected with the 2nd pin of the COM pin, as the M-power supply signal of the steering motor, the drains of the first MOS tube Q1 and the second MOS tube Q2 are connected with +12V power supply, the sources of the third MOS tube Q3 and the fourth MOS tube Q4 are grounded; the gate of the first MOS tube Q1 is connected with the 3rd pin of the COM pin, the gate of the second MOS tube Q2 is connected with the 4th pin of the COM pin, the gate of the third MOS tube Q3 is connected with the 5th pin of the COM pin, the gate of the fourth MOS tube Q4 is connected with the 6th pin of the COM pin, and a current limiting resistor of 10R is arranged at the gate end of each MOS tube, so as to ensure that the gate drive chip U2 will not burn the MOS tube. The MOS tube selects a field effect tube with a model number of 88N04 as a steering motor control switch, the MOS tube with a model number of 88N04 can provide a driving current of 90A at most, the steering speed is faster, the working temperature range is between -55-175 DEG C, and the steering work can be safely and long-time executed; in addition, the switching time of the MOS tube is not more than 100ns, the switching efficiency is higher, and the energy loss is less.

[0067] The steering motor is a direct current motor, and the steering motor controller provided by the utility model is used for controlling the driving of the direct current motor, only needs to control the positive and negative two power supply signals of the steering motor, and each power supply signal is controlled through two MOS tubes; wherein, the first MOS tube Q1 and the fourth MOS tube Q4 are a group, the second MOS tube Q2 and the third MOS tube Q3 are a group; when the steering motor needs to rotate forward, the first MOS tube Q1 that controls the M+ power supply signal of the steering motor is opened, the third MOS tube Q3 is closed, at the same time, the second MOS tube Q2 that controls the M-power supply signal of the steering motor is closed, the fourth MOS tube Q4 is opened, thereby forming a steering motor forward rotation control loop, and the forward rotation effect of the steering motor is realized; when the steering motor needs to rotate reversely, the first MOS tube Q1 that controls the M+ power supply signal of the steering motor is closed, the third MOS tube Q3 is opened, at the same time, the second MOS tube Q2 that controls the M-power supply signal of the steering motor is opened, the fourth MOS tube Q4 is closed, thereby forming a steering motor reverse rotation control loop, and the reverse rotation effect of the steering motor is realized.

[0068] The voltage acquisition circuit is composed of the twenty-eighth resistance R28 (RES2) and the twenty-ninth resistance R29 (RES2) in series; one end of the twenty-eighth resistance R28 is connected with one end of the twenty-ninth resistance R29 and is connected with the 8-pin of the row needle COM; the other end of the twenty-eighth resistance R28 is connected with the +12V power supply, and the other end of the twenty-ninth resistance R29 is grounded; the bus voltage signal is acquired through the two voltage dividing resistances of the twenty-eighth resistance R28 and the twenty-ninth resistance R29.

[0069] The steering motor power supply filtering circuit is composed of the twenty-fifth capacitor C25 (1800 μF / 35V) and the twenty-sixth capacitor C26 (1800 μF / 35V) in parallel; the positive end of the steering motor power supply filtering circuit is connected with the +12V power supply, and the negative end is grounded. The steering motor power supply filtering circuit filters the power supply, removes the noise interference, and then takes the power supply of the external low-voltage storage battery as the driving power supply of the steering motor.

[0070] As shown in Figure 7 The main control chip U1 includes two oscillator pins, one reset pin, one background debugging pin, multiple power supply pins, two communication pins, multiple mode selection input pins, one test pin and multiple input and output pins; wherein the test pin 48, the two mode selection input pins 37, 38, the multiple power supply pins 45, 85, 86, 14, 40, 66, 106 of the main control chip U1 are connected with GND; and the multiple power supply pins 107, 84, 83 are connected with VCC.

[0071] As shown in Figure 8 The minimum system circuit includes: a crystal oscillator circuit, which includes a crystal oscillator Y1 (16M), a first capacitor C1 (22pF / 16V) and a second capacitor C2 (22pF / 16V); the 1-pin of the crystal oscillator Y1 is connected with the 2-pin of the first capacitor C1 and is grounded, the 2-pin of the crystal oscillator Y1 is connected with the 1-pin of the second capacitor C2 and is connected with the oscillator pin 46 of the main control chip U1, and the 1-pin of the first capacitor C1 and the 2-pin of the second capacitor C2 are connected and connected with the oscillator pin 47 of the main control chip U1. The crystal oscillator circuit is used to provide a clock signal for the main control chip, and the running speed of the main control chip U1 is determined by the crystal oscillator circuit; the first capacitor C1 and the second capacitor C2 help the crystal oscillator Y1 to start better.

[0072] As shown in Figure 9As shown, the minimum system circuit further includes a reset circuit comprising: a third resistor R3 (103), a fourth resistor R4 (51R), a button S1 (SW-PB), a first diode D1 (4148), and a fifth capacitor C5 (0.1μF / 16V); pin 1 of the third resistor R3 and pin 1 of the fourth resistor R4 are connected to the reset pin 42 of the main control chip U1, pin 2 of the third resistor R3 is connected to VCC, pin 2 of the fourth resistor R4 is connected in series with pin 1 of the button S1, and pin 2 of the button S1 is grounded; pin A of the first diode D1 is connected to pin 1 of the fifth capacitor C5 and is connected to the reset pin 42 of the main control chip U1, pin K of the first diode D1 is connected to VCC, and pin 2 of the fifth capacitor C5 is grounded. The reset circuit is used to manually reset and restart the program when it crashes. When the button S1 is pressed, the RESET signal becomes low and is transmitted to pin 42 of the main control chip to restart the program. The voltage is divided by the third resistor R3 and the fourth resistor R4 to ensure that the voltage does not exceed the allowable voltage of the main control chip. The first diode D1 prevents current backflow, and the fifth capacitor C5 acts as a filter.

[0073] like Figure 10 As shown, the minimum system circuit also includes: a pin header BDMIN, with pin 2 grounded, pin 3 connected to the background debugging pin 23 of the main control chip U1, pin 4 connected to the reset pin 42 of the main control chip U1, and pin 6 connected to VCC.

[0074] like Figure 11-13 As shown, the minimum system circuit further includes multiple power supply circuits, which are respectively connected to the multiple power supply pins to supply power to the main control chip. The multiple power supply circuits are divided into a first power supply circuit, a second power supply circuit, and a third power supply circuit.

[0075] like Figure 11 As shown, the first power supply circuit includes: a first resistor R1 (332), a third capacitor C3 (5nF / 16V) and a fourth capacitor C4 (500pF / 16V); the first resistor R1 and the third capacitor C3 are connected in series and then connected in parallel with the fourth capacitor C4 to form the first power supply circuit; the two ends of the first power supply circuit are respectively connected to the power supply pins 44 and 43 of the main control chip U1.

[0076] like Figure 12 As shown, the second power supply circuit includes: a second resistor R2 (332), one end of which is connected to VCC, and the other end is connected to the power supply pin 97 of the main control chip U1, thereby pulling up the power supply pin 97 of the main control chip U1 to VCC.

[0077] likeFigure 13 As shown, the third power supply circuit includes: a sixth capacitor C6 (0.1μF / 16V), a seventh capacitor C7 (4.7μF / 16V), an eighth capacitor C8 (0.1μF / 16V), a ninth capacitor C9 (0.01μF / 16V), a tenth capacitor C10 (0.1μF / 16V), and an eleventh capacitor C11 (0.01μF / 16V); the sixth capacitor C6 and the seventh capacitor C7 are connected in parallel, one end of which is connected to VCC and the power supply pin 41 of the main control chip U1, and the other end is grounded; the eighth capacitor C8 and the ninth capacitor C9 are connected in parallel, one end of which is connected to the power supply pin 65 of the main control chip U1, and the other end is grounded; the tenth capacitor C10 and the eleventh capacitor C11 are connected in parallel, one end of which is connected to the power supply pin 13 of the main control chip U1, and the other end is grounded.

[0078] like Figure 14 As shown, the interface circuit further includes: a second interface module Switch2, which is disposed on the motor control board and has multiple vias inside; via S2 of the second interface module Switch2 is VCC, via S3 is GND, and vias C4 and C5 are external motor torque sensor input signals TORQUE1 and TORQUE2.

[0079] The first interface module Switch1 and the second interface module Switch2 are mainly responsible for connecting the power output signal and input signal of the CAN communication circuit and the motor control board.

[0080] like Figure 15-20As shown, the signal acquisition circuit includes: a first motor torque sensor input signal acquisition circuit, a second motor torque sensor input signal acquisition circuit, a current signal acquisition circuit, a voltage signal acquisition circuit, a first motor sensor input signal acquisition circuit, a second motor sensor input signal acquisition circuit, and a third motor sensor input signal acquisition circuit. Due to the requirements of the control algorithm, signals such as IGS, ENGINES, SPEEDS, TORQUE1, TORQUE2, CIRCUITS, and VOLTAGES need to be acquired. The TORQUE1, TORQUE2, CIRCUITS, and VOLTAGES signals are filtered by capacitors and current-limited by resistors before being input to pins P67, P69, P71, and P73 of the main control chip U1. The IGS, ENGINES, and SPEEDS signals are divided by diodes and resistors before being input to pins P24, P9, P10, P11, P12, P7, and P8 of the main control chip U1. Specifically, the IGS, ENGINES, and SPEEDS signals are obtained through the external motor sensor; the TORQUE1 and TORQUE2 signals are obtained through the external motor torque sensor; the CIRCUITS signals are obtained through the current acquisition chip U4; and the VOLTAGES signals are obtained through the voltage acquisition circuit. Each signal acquisition circuit is equipped with a filter capacitor and a current-limiting resistor to reduce noise interference and protect the input signals from damaging the pins of the main control chip U1.

[0081] like Figure 15 As shown, the first torque signal acquisition circuit includes: a fifth resistor R5 (100R), a twelfth capacitor C12 (4700pF / 16V), and a thirteenth capacitor C13 (1μF / 16V); one end of the fifth resistor R5 is connected to the via C4 of the second interface module Switch2 and one end of the twelfth capacitor C12, and the other end is connected to pin 67 of the main control chip U1 and one end of the thirteenth capacitor C13; the other ends of the twelfth capacitor C12 and the thirteenth capacitor C13 are grounded.

[0082] like Figure 16 As shown, the structure of the second torque signal acquisition circuit is the same as that of the first torque signal acquisition circuit. One end is connected to the via C5 of the second interface module Switch2, and the other end is connected to pin 69 of the main control chip U1.

[0083] like Figure 17 As shown, the structure of the current signal acquisition circuit is the same as that of the first torque signal acquisition circuit. One end is connected to pin 7 of the busbar COM, and the other end is connected to pin 71 of the main control chip U1.

[0084] like Figure 18As shown, the structure of the voltage signal acquisition circuit is the same as that of the first torque signal acquisition circuit. One end is connected to pin 8 of the busbar COM, and the other end is connected to pin 73 of the main control chip U1.

[0085] like Figure 19 As shown, the first motor sensor input signal acquisition circuit includes: a ninth resistor R9 (102), a tenth resistor R10 (123), an eleventh resistor R11 (912), and a second diode D2 (IN4007); pin 1 of the ninth resistor R9 is connected to pin A of the second diode D2 and is connected to the via B5; pin 2 of the ninth resistor R9 is connected to a +12V power supply; pin K of the second diode D2 is connected to pin 1 of the tenth resistor R10; pin 2 of the tenth resistor R10 is connected to pin 2 of the eleventh resistor R11 and is connected to pins 9, 7, and 11 of the main control chip U1; and pin 1 of the eleventh resistor R11 is grounded.

[0086] Because the SPEEDS signal has weak driving capability, it is pulled up to 12V power supply through a pull-up resistor; because the SPEEDS and ENGINES signals are subject to large disturbances, they are acquired through three pins respectively and then averaged during internal algorithm calculation to ensure the accuracy of the information.

[0087] like Figure 20 As shown, the second motor sensor input signal acquisition circuit includes: a twelfth resistor R12 (123), a thirteenth resistor R13 (912), and a third diode D3 (IN4007); pin A of the third diode D3 is connected to the via B4, pin K of the third diode D3 is connected to pin 1 of the twelfth resistor R12, pin 2 of the twelfth resistor R12 is connected to pin 2 of the thirteenth resistor R13, and is connected to pins 10, 8, and 12 of the main control chip U1; pin 1 of the thirteenth resistor R13 is grounded.

[0088] like Figure 21 As shown, the structure of the third motor sensor input signal acquisition circuit is the same as that of the second motor sensor input signal acquisition circuit. One end is connected to the via B6, and the other end is connected to pin 24 of the main control chip U1.

[0089] like Figure 22 As shown, the driving circuit includes:

[0090] The gate driver chip U2 is an IR2130. Pin 1 of U2 is connected to a +12V power supply, and pins 12 and 13 are connected to GND to power the IR2130 chip. The high-side control signals of U2 are pins 2 and 3, which are connected to pins 3 and 1 of the main control chip U1, respectively. The low-side control signals of U2 are pins 5 and 6, which are connected to pins 111 and 109 of the main control chip U1, respectively. Pin 9 of U2 is connected to pin 22 of the main control chip U1. Pin 9 of U2 is an overcurrent interrupt pin. When the current detected by the main control chip U1 is too high, a high-level voltage is output from pin 22 of the main control chip U1 to pin 9 of the gate driver chip U2, causing U2 to stop outputting control signals, thereby protecting the downstream circuitry and the motor. Pin 26 of the gate driver chip U2 is connected to pin 1 of the COM bus, and pin 22 is connected to pin 2 of the COM bus. Pin 27 of the gate driver chip U2 is connected to pin 3 of the COM bus through the seventeenth resistor R17 (20R), serving as the control signal for the first MOSFET Q1 in the power circuit. Pin 23 of the gate driver chip U2 is connected to pin 4 of the COM bus through the eighteenth resistor R18 (20R), serving as the control signal for the second MOSFET Q2 in the power circuit. Pin 16 of the gate driver chip U2 is connected to pin 5 of the COM bus through the nineteenth resistor R19 (20R), serving as the control signal for the third MOSFET Q3 in the power circuit. Pin 15 of the gate driver chip U2 is connected to pin 6 of the COM bus through the twentieth resistor R20 (20R), serving as the control signal for the fourth MOSFET Q4 in the power circuit. After receiving the cornering command from the vehicle controller ECU and acquiring the sensor signals, the main control chip U1 calculates the internal algorithm and outputs four PWM control signals, which are output from pins 3, 1, 111, and 109 respectively. Since the driving capability of the signals output by the main control chip U1 is weak and insufficient to drive the MOSFETs in the power circuit, the gate driver chip U2 is needed to increase the driving capability and output MOSFET control signals PWMQ1, PWMQ2, PWMQ3, and PWMQ4.

[0091] The drive circuit simultaneously controls the four MOSFETs in the power circuit through the gate drive chip U2, and has a built-in dead time, which can effectively avoid short circuit problems caused by direct conduction of the upper and lower bridge arm MOSFETs; it effectively prevents dangerous situations from occurring when the steering motor controller is running, such as the main control chip U1 being unable to fully conduct the MOSFETs due to large gate conduction currents in the power circuit, thus increasing the safety of the steering motor controller.

[0092] The fault display circuit includes a fault indicator light DS1 and a sixteenth resistor R16 (202). Pin A of the fault indicator light DS1 is connected to a +12V power supply, pin K is connected to one end of the sixteenth resistor R16, and the other end of the sixteenth resistor R16 is connected to pin 8 of the gate driver chip U2. The fault display circuit is used to observe whether the drive circuit is working properly. When the gate driver chip U2 detects an error, pin 8 of the gate driver chip U2 outputs a low level, causing the fault indicator light DS1 to illuminate, alerting the operator that the gate driver chip U2 is malfunctioning.

[0093] Two voltage boosting circuits are provided to protect the gate driver chip from damage by reverse current. These two voltage boosting circuits are a first voltage boosting circuit and a second voltage boosting circuit. The first voltage boosting circuit includes: a fifth diode D5 (BYV26C), a twentieth capacitor C20 (10μF), and a twenty-first capacitor C21 (104). The twentieth and twenty-first capacitors C20 and C21 are connected in parallel, with one end connected to pin K of the fifth diode D5 and pin 28 of the gate driver chip U2, and the other end connected to pin 26 of the gate driver chip U2. Pin A of the fifth diode D5 is connected to a +12V power supply. The second voltage boosting circuit includes: a sixth diode D6 (BYV26C), a twenty-second capacitor C22 (10μF), and a twenty-third capacitor C23 (104); the twenty-second capacitor C22 and the twenty-third capacitor C23 are connected in parallel, one end of which is connected to the K pin of the sixth diode D6 and the 24 pin of the gate driver chip U2, and the other end is connected to the 22 pin of the gate driver chip U2; the A pin of the sixth diode D6 is connected to the +12V power supply.

[0094] Since the PWMQ1 and PWMQ2 signals output by the gate driver chip U2 control the on / off state of the first MOSFET Q1 and the second MOSFET Q2 in the power circuit, and the sources of these two MOSFETs are connected to the M+ and M- power supply signals controlling the steering motor, the gate conduction voltage of the upper MOSFET will exceed the conduction voltage of the lower MOSFET by a power supply voltage, which will cause the upper MOSFET to fail to conduct normally. Therefore, a voltage boosting circuit is added to the gate driver chip U2 to raise the voltage to drive the upper MOSFET in the power circuit. When the upper MOSFET is off, a +12V voltage is stored through the twentieth capacitor C20 and the twelfth capacitor C22. When the upper MOSFET is on, the twentieth capacitor C20 and the twelfth capacitor C22 will release the stored voltage, causing the control signals PWMQ1 and PWMQ2 to rise by 12V, ensuring the normal conduction of the MOSFET. Furthermore, the fifth diode D5 and the sixth diode D6 ensure that reverse current does not flow back, thereby protecting the gate driver chip U2.

[0095] like Figure 23 As shown, the interface circuit also includes a CAN communication circuit, which includes a CAN communication chip U3, a 24th capacitor C24 (104), a 21st resistor R21 (120), and a CAN header. The CAN communication chip U3 is a PCA8C250. Pin 1 of the CAN communication chip U3 is connected to the communication pin 104 of the main control chip U1, pin 2 is grounded, pin 3 is connected to VCC, pin 4 is connected to the communication pin 105 of the main control chip U1, pin 6 is connected to pin 2 of the 21st resistor R21 and to pin 2 of the CAN header, and pin 6 of the CAN communication chip U3 is connected to the via A9, pin 7 is connected to pin 1 of the 21st resistor R21 and to pin 1 of the CAN header, and pin 7 of the CAN communication chip U3 is connected to the via A10. The 24th capacitor C24 is a filter capacitor, with one end connected to VCC and the other end grounded.

[0096] When steering control is required, the vehicle control unit (ECU) calculates the required steering angle by collecting information from the steering angle and torque sensors in the steering wheel assembly. This information is then sent to pins 6 and 7 of the CAN communication chip U3 (PCA8C250) via the CAN header. The CAN header converts the signals into serial port signals TXD and RXD, which are then transmitted to pins 104 and 105 of the main control chip U1 via pins 1 and 4 of the CAN communication chip U3.

[0097] like Figure 24As shown, the interface circuit further includes an LED blinking circuit, which includes a 22nd resistor R22 (102), a 23rd resistor R23 (332), and a transistor Q5 (2N2222). The base of the transistor Q5 is connected to pin 57 of the main control chip U1 through the 22nd resistor R22, the collector of the transistor Q5 is connected to via B3 of the first interface module Switch1 through the 23rd resistor R23, and the emitter of the transistor Q5 is grounded. The LED blinking circuit is used by the operator to observe the operation of the steering motor controller. When the motor is running normally, pin 57 of the main control chip U1 outputs a high level to the base of the transistor Q5, controlling the transistor Q5 to conduct, thus illuminating the LED.

[0098] This utility model provides a driverless minibus steer motor controller that uses a split-board hardware architecture to independently arrange the motor control circuit and power circuit, significantly reducing electromagnetic interference and optimizing space utilization. It employs a high-performance 88N04 MOSFET, providing a maximum drive current of 90A and a wide temperature range of -55 to 175℃, improving steering response speed and reliability in extreme environments. A Hall effect-based current acquisition chip replaces the traditional resistor solution, combined with 13kHz bandwidth filtering, achieving high-precision, low-noise current signal acquisition. An IR2130 three-phase bridge driver with integrated dead-time protection effectively prevents short circuits in the upper and lower bridge arm MOSFETs, enhancing system safety. Capacitor filtering and current-limiting resistors further improve anti-interference capability and signal stability. This driverless minibus steer motor controller provides precise control of DC motor torque, speed, and angle, meeting the needs of driverless minibuses for automatic and precise steering based on complex road conditions, preset routes, and various sensor information, providing an efficient, safe, and durable hardware solution for driverless minibus steering systems.

[0099] Although the embodiments of this utility model have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for this utility model. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, this utility model is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A controller for a drive-by-wire steering motor of an unmanned minibus, characterized in that, include: The power circuit is connected to the external low-voltage battery and the steering motor, and is used to control the positive and negative power signals of the steering motor. Main control chip; A minimum system circuit, which is connected to the main control chip, is used to ensure the normal operation of the main control chip; A driving circuit is connected to the main control chip and the power circuit; the driving circuit uses a gate driving chip to control the on / off state of the MOS transistor in the power circuit. An interface circuit, which is connected to the vehicle controller, external sensors and the main control chip; The signal acquisition circuit, which is connected to the power circuit, the interface circuit and the main control chip, is used to acquire the voltage, current, torque and speed signals of the steering motor and input them to the main control chip.

2. The driverless minibus drive-by-wire steering motor controller according to claim 1, characterized in that, The power circuit includes: The current acquisition chip has pin 1 connected to VCC, pin 2 connected to GND, pin 3 connected to the signal acquisition circuit, and pin 5 connected to the steering motor. Four MOSFETs are specified as follows: a first MOSFET, a second MOSFET, a third MOSFET, and a fourth MOSFET. The source of the first MOSFET is connected to the drain of the third MOSFET and is also connected to pin 4 of the current acquisition chip. The source of the second MOSFET is connected to the drain of the fourth MOSFET and is also connected to the steering motor. The drains of the first and second MOSFETs are connected to a +12V power supply, and the sources of the third and fourth MOSFETs are grounded. The voltage acquisition circuit consists of two resistors connected in series; one end of the voltage acquisition circuit is connected to a +12V power supply, the other end is grounded, and it is connected to the signal acquisition circuit. The power supply filter circuit for the steering motor consists of two capacitors connected in parallel; one end of the power supply filter circuit for the steering motor is connected to a +12V power supply, and the other end is grounded. The voltage regulator circuit, which combines a 7805 chip with a filter circuit, is used to convert the +12V power supply of the external low-voltage battery to a +5V power supply.

3. The driverless minibus drive-by-wire steering motor controller according to claim 1, characterized in that, The main control chip is an automotive MCU of model MC9S12DG128BMPV; the main control chip includes: oscillator pin, reset pin, background debugging pin, power supply pin, communication pin, and input / output pin.

4. The driverless minibus drive-by-wire steering motor controller according to claim 3, characterized in that, The minimum system circuit includes: A crystal oscillator circuit, which is connected to the pins of the oscillator, is used to provide clock pulse signals to the main control chip; A reset circuit, connected to the reset pin, is used to restart the program; Multiple power supply circuits are connected to the power supply pins respectively to supply power to the main control chip; The BDMIN header has pin 2 grounded, pin 3 connected to the background debugging pin, pin 4 connected to the reset pin, and pin 6 connected to VCC.

5. The driverless minibus drive-by-wire steering motor controller according to claim 3, characterized in that, The driving circuit also includes: Two voltage boosting circuits are provided, each consisting of two capacitors connected in parallel and then connected in series with a diode. These two voltage boosting circuits are connected to the pins of the gate driver chip to protect the gate driver chip from damage by reverse current. The fault display circuit consists of a resistor and a light-emitting diode connected in series; both ends of the fault display circuit are connected to the pins of the gate driver chip, and are used to observe whether the driver circuit has malfunctioned.

6. The driverless minibus drive-by-wire steering motor controller according to claim 3, characterized in that, The interface circuit includes: The first interface module and the second interface module are provided with multiple through holes for connecting the external sensor, the vehicle controller, the external low-voltage battery and the steer-by-wire motor controller; A CAN communication circuit, which is connected to the communication pin and the first interface module, is used to realize data communication between the steering motor controller and the vehicle controller. An LED flashing circuit, which is connected to the first interface module, is used to observe the operation of the steering motor controller.

7. The driverless minibus drive-by-wire steering motor controller according to claim 1, characterized in that, The main control chip, the minimum system circuit, the drive circuit, the signal acquisition circuit, and the interface circuit are connected to the COM header and mounted on the motor control board. The power circuit is connected to the COM header and mounted on the power circuit board. The power circuit is connected to the drive circuit, the signal acquisition circuit, and the interface circuit by inserting the COM header and the COM header into each other.

8. The driverless minibus drive-by-wire steering motor controller according to claim 5, characterized in that, The gate driver chip used is IR2130.

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