Vehicle redundant steering control system and vehicle

Abstract

This application discloses a redundant steering control system and a vehicle. The system includes: a first steering control system and a second steering control system, wherein the second steering control system is a redundant system of the first steering control system. A first microcontroller unit is connected to a first system base chip, a first motor pre-drive chip, a first sensor assembly, and a first communication assembly; a first drive assembly is connected to the first motor pre-drive chip. A second microcontroller unit is connected to a second system base chip, a second motor pre-drive chip, a second sensor assembly, and a second communication assembly; a second drive assembly is connected to the second motor pre-drive chip. The first steering control system and the second steering control system communicate through at least one isolation chip. This application solves the technical problems of low steering assist response speed and poor reliability in single-path steering control systems of the related art.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle redundant steering control system and a vehicle. Background Technology

[0002] With the rapid development of automotive electrification and intelligence, the performance and reliability of Electric Power Steering (EPS) systems, as core components for improving driving safety and comfort, have become a focus of industry attention. Traditional EPS systems are generally based on a 12V power supply architecture. However, due to the limitations of the 12V system voltage, voltage fluctuations are prone to occur when the vehicle operates under high-load conditions such as start-stop and air conditioning, leading to delayed steering assist response. This not only affects the driving experience but may also cause restarts due to system instability. Furthermore, high-current switching noise interferes with sensitive electronic devices in the vehicle, and the complex protection circuits added to address voltage fluctuations further increase system costs. In medium and large vehicles or high-load scenarios, insufficient steering assist directly increases the driver's workload, posing a potential threat to driving safety. Therefore, the 12V EPS system in related technologies urgently needs upgrading to meet the ever-increasing power demands, improve energy efficiency, and achieve more complex functional integration, especially addressing the problem of insufficient assist under high-load conditions to ensure driving safety and comfort.

[0003] There is currently no effective solution to the above problems. Utility Model Content

[0004] This application provides a vehicle redundant steering control system and a vehicle, so as to at least solve the technical problems of low steering assist response speed and poor reliability of single-path steering control systems in the related art.

[0005] According to one aspect of the embodiments of this application, a vehicle redundant steering control system is provided, including: a first steering control system and a second steering control system, wherein the second steering control system is a redundant system of the first steering control system. The first steering control system includes: a first microcontroller unit, a first system base chip, a first motor pre-drive chip, a first sensor assembly, a first drive assembly, and a first communication assembly; the second steering control system includes: a second microcontroller unit, a second system base chip, a second motor pre-drive chip, a second sensor assembly, a second drive assembly, and a second communication assembly; the first microcontroller unit is connected to the first system base chip, the first motor pre-drive chip, the first sensor assembly, and the first communication assembly, respectively, and the first drive assembly is connected to the first motor pre-drive chip; the second microcontroller unit is connected to the second system base chip, the second motor pre-drive chip, the second sensor assembly, and the second communication assembly, respectively, and the second drive assembly is connected to the second motor pre-drive chip; the first steering control system and the second steering control system communicate through at least one isolation chip.

[0006] Optionally, the first sensor assembly includes a first position sensor, a first angle sensor, and a first torque sensor; the second sensor assembly includes a second position sensor, a second angle sensor, and a second torque sensor; the first sensor assembly is connected to the first microcontroller unit via a first sensor communication interface and is used to send a first data acquisition signal to the first microcontroller unit, the first microcontroller unit being used to generate a first steering control signal based on the first data acquisition signal; the second sensor assembly is connected to the second microcontroller unit via a second sensor communication interface and is used to send a second data acquisition signal to the second microcontroller unit, the second microcontroller unit being used to generate a second steering control signal based on the second data acquisition signal.

[0007] Optionally, the first motor pre-drive chip is connected to the first microcontroller unit and the first drive component, and the first motor pre-drive chip is used to convert the first steering control signal into a first gate voltage signal corresponding to the first drive component; the second motor pre-drive chip is connected to the second microcontroller unit and the second drive component, and the second motor pre-drive chip is used to convert the second steering control signal into a second gate voltage signal corresponding to the second drive component.

[0008] Optionally, the first system base chip further includes: a first DC-DC converter and a first voltage regulator, wherein the first DC-DC converter is used to regulate the voltage of the first steering control system, and the first voltage regulator is used to provide a stable voltage output for the first steering control system; the second system base chip further includes: a second DC-DC converter and a second voltage regulator, wherein the second DC-DC converter is used to regulate the voltage of the second steering control system, and the second voltage regulator is used to provide a stable voltage output for the second steering control system.

[0009] Optionally, the first steering control system further includes: a first voltage detector and a first temperature detector. The first system base chip is also used to receive a first voltage detection signal collected by the first voltage detector and a first temperature detection signal detected by the first temperature detector, and to transmit first fault information to the first microcontroller unit using a diagnostic interface when the first voltage detection signal and / or the first temperature detection signal are abnormal. The second steering control system further includes: a second voltage detector and a second temperature detector. The second system base chip is also used to receive a second voltage detection signal collected by the second voltage detector and a second temperature detection signal detected by the second temperature detector, and to transmit second fault information to the second microcontroller unit using a diagnostic interface when the second voltage detection signal and / or the second temperature detection signal are abnormal.

[0010] Optionally, the first steering control system further includes: a first steering motor connected to a first drive assembly, the first steering motor being used to perform steering assist action of the first steering control system; the second steering control system further includes: a second steering motor connected to a second drive assembly, the second steering motor being used to perform steering assist action of the second steering control system.

[0011] Optionally, the second steering control system is also used to receive a fault signal from the first steering control system, and to perform steering control operations in place of the first steering control system when a fault occurs in the first steering control system.

[0012] Optionally, the first communication component includes: a first common transceiver and a first private transceiver, wherein the first common transceiver is used to transmit vehicle communication commands of the first microcontroller unit, and the first private transceiver is used to transmit steering communication commands of the first microcontroller unit; the second communication component includes: a second common transceiver and a second private transceiver, wherein the second common transceiver is used to transmit vehicle communication commands of the second microcontroller unit, and the second private transceiver is used to transmit steering communication commands of the second microcontroller unit.

[0013] Optionally, the vehicle redundant steering control system is powered by a 48V DC power supply.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, which is equipped with a vehicle redundant steering control system according to any one of the embodiments of this application.

[0015] In this embodiment, a vehicle redundant steering control system is provided, comprising: a first steering control system and a second steering control system, wherein the second steering control system is a redundant system of the first steering control system. The first steering control system includes: a first microcontroller unit, a first system base chip, a first motor pre-drive chip, a first sensor assembly, a first drive assembly, and a first communication assembly; the second steering control system includes: a second microcontroller unit, a second system base chip, a second motor pre-drive chip, a second sensor assembly, a second drive assembly, and a second communication assembly; the first microcontroller unit is connected to the first system base chip, the first motor pre-drive chip, the first sensor assembly, and the first communication assembly, respectively, and the first drive assembly is connected to the first motor pre-drive chip; the second microcontroller unit is connected to the second system base chip, the second motor pre-drive chip, the second sensor assembly, and the second communication assembly, respectively, and the second drive assembly is connected to the second motor pre-drive chip, respectively; the first steering control system and the second steering control system communicate through at least one isolation chip, thereby constructing a dual-redundant steering control system, ensuring that the other route can immediately take over the steering control when a single route fails, greatly enhancing the response speed and reliability of the steering system.

[0016] It is noteworthy that the first and second steering control systems operate independently and communicate through an isolation chip, avoiding the risk of a single point of failure while ensuring the security and integrity of data transmission. In the face of sudden hardware failures, software errors, or external environmental interference, the vehicle redundant steering control system in this embodiment can achieve immediate and seamless switching, ensuring vehicle driving safety. Furthermore, independent sensor and communication components are connected to their respective microcontroller units, improving the accuracy of data acquisition and the timeliness of control commands, further optimizing the response speed and accuracy of steering control, and providing stable and reliable steering assistance even under extreme driving conditions. Thus, this embodiment achieves the technical objective of constructing an efficient, safe, and reliable vehicle redundant steering control system. Through dual redundancy design and isolated communication mechanisms, it not only solves the problem of traditional single-path steering control systems being unable to provide continuous steering support when encountering faults, but also achieves high reliability and safety in steering control. Even in the event of a single system failure, it can ensure the normal operation of the vehicle steering function, significantly improving driving safety and steering control performance, thereby solving the technical problems of low steering assist response speed and poor reliability in related single-path steering control systems. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is a schematic diagram of a vehicle redundant steering control system according to an embodiment of this application. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] Figure 1 This is a schematic diagram of a vehicle redundant steering control system according to an embodiment of this application, as shown below. Figure 1 As shown, the system includes: a first steering control system 10 and a second steering control system 20. The second steering control system 20 is a redundant system of the first steering control system 10. The first steering control system 10 includes: a first microcontroller unit 11, a first system base chip 12, a first motor pre-drive chip 13, a first sensor assembly 14, a first drive assembly 16, and a first communication assembly 15. The second steering control system 20 includes: a second microcontroller unit 21, a second system base chip 22, a second motor pre-drive chip 23, a second sensor assembly 24, a second drive assembly 26, and a second communication assembly 25.

[0022] The first microcontroller unit 11 is connected to the first system base chip 12, the first motor pre-drive chip 13, the first sensor assembly 14 and the first communication assembly 15 respectively, and the first drive assembly 16 is connected to the first system base chip 13.

[0023] The second microcontroller unit 21 is connected to the second system base chip 22, the second motor pre-drive chip 23, the second sensor assembly 24 and the second communication assembly 25 respectively, and the second drive assembly 26 is connected to the second motor pre-drive chip 23.

[0024] The first steering control system 10 and the second steering control system 20 communicate through at least one isolation chip 17.

[0025] In this embodiment, the vehicle redundant steering control system adopts a dual-path independent control architecture, namely a first steering control system 10 and a second steering control system 20, to enhance the overall reliability and safety of the system. The models of the components in the first steering control system 10 and the second steering control system 20 can be the same or different. It should be noted that this embodiment uses the first steering control system 10 as an example for detailed explanation; the structure and function of the second steering control system 20 are the same as those of the first steering control system 10, and therefore will not be described in detail.

[0026] The aforementioned first microcontroller unit 11 is responsible for processing all input signals, including but not limited to position, torque, and temperature data from the first sensor assembly 14 and the second sensor assembly 24, formulating corresponding control strategies, and outputting control signals to the first motor pre-drive chip 13 to drive the vehicle steering. The design of the first microcontroller unit 11 and the second microcontroller unit 21 conforms to the Automotive Safety Integrity Level-D (ASIL-D) standard, ensuring that in the event of a single-path failure, the other path can seamlessly take over, maintaining the continuity and effectiveness of steering control.

[0027] The aforementioned first system base chip 12 serves as the fundamental support for the first steering control system 10, responsible for power management, voltage stabilization, and system-level health monitoring. The first system base chip 12 can integrate a DC-DC converter and a low-dropout regulator (LDO), providing stable operating voltage for the microcontroller and other sensitive electronic components in the first steering control system 10. It also features overcurrent protection, overtemperature protection, and undervoltage lockout safety characteristics, ensuring stable operation of the first steering control system 10 even in harsh environments.

[0028] The aforementioned first motor pre-drive chip 13 is located between the first microcontroller unit 11 and the power metal-oxide-semiconductor field-effect transistor (MOSFET). It is responsible for signal amplification, converting the weak electrical signal output from the first microcontroller unit 11 into a powerful current signal capable of driving the three-phase brushless motor. By precisely controlling the switching state of the MOSFET, it enables the motor to rotate forward, reverse, or brake. Simultaneously, it monitors current and temperature, implementing overcurrent and overtemperature protection to prevent system overload or damage.

[0029] The aforementioned first sensor component 14 includes, but is not limited to, position sensors, torque sensors, and angle sensors, which are used to detect the rotation angle, torque magnitude, and position information of the steering column in real time, providing the first microcontroller unit 11 with key information on the vehicle's steering status to achieve precise control and fault diagnosis.

[0030] The aforementioned first communication component 15 is responsible for data exchange between the first steering control system 10 and the outside world, including communication with the vehicle network. It adopts a high-speed and stable Controller Area Network (CAN) protocol to ensure that the first steering control system 10 can obtain vehicle status information in a timely manner, and can also send its own working status to the outside world, supporting remote monitoring and fault diagnosis.

[0031] The aforementioned first drive component 16 can directly control the operation of the motor through a power MOSFET, converting the current signal converted by the first motor pre-drive chip 13 into the rotation of the motor, thus driving the vehicle to steer. Due to the application of the 48V system, the first drive component 16 can provide higher power output at lower current, reducing energy loss and improving efficiency.

[0032] The aforementioned isolation chip 17 serves as a bridge for communication between the first steering control system 10 and the second steering control system 20. Through optocouplers, magnetic couplers, or other isolation technologies, it achieves electrical isolation, preventing signal crosstalk caused by electromagnetic interference or system failures, and ensuring communication security and data integrity between the two systems.

[0033] In this embodiment, a vehicle redundant steering control system is provided, comprising: a first steering control system and a second steering control system, wherein the second steering control system is a redundant system of the first steering control system. The first steering control system includes: a first microcontroller unit, a first system base chip, a first motor pre-drive chip, a first sensor assembly, a first drive assembly, and a first communication assembly; the second steering control system includes: a second microcontroller unit, a second system base chip, a second motor pre-drive chip, a second sensor assembly, a second drive assembly, and a second communication assembly; the first microcontroller unit is connected to the first system base chip, the first motor pre-drive chip, the first sensor assembly, and the first communication assembly, respectively, and the first drive assembly is connected to the first motor pre-drive chip; the second microcontroller unit is connected to the second system base chip, the second motor pre-drive chip, the second sensor assembly, and the second communication assembly, respectively, and the second drive assembly is connected to the second motor pre-drive chip, respectively; the first steering control system and the second steering control system communicate through at least one isolation chip, thereby constructing a dual-redundant steering control system, ensuring that the other route can immediately take over the steering control when a single route fails, greatly enhancing the response speed and reliability of the steering system.

[0034] It is noteworthy that the first and second steering control systems operate independently and communicate through an isolation chip, avoiding the risk of a single point of failure while ensuring the security and integrity of data transmission. In the face of sudden hardware failures, software errors, or external environmental interference, the vehicle redundant steering control system in this embodiment can achieve immediate and seamless switching, ensuring vehicle driving safety. Furthermore, independent sensor and communication components are connected to their respective microcontroller units, improving the accuracy of data acquisition and the timeliness of control commands, further optimizing the response speed and accuracy of steering control, and providing stable and reliable steering assistance even under extreme driving conditions. Thus, this embodiment achieves the technical objective of constructing an efficient, safe, and reliable vehicle redundant steering control system. Through dual redundancy design and isolated communication mechanisms, it not only solves the problem of traditional single-path steering control systems being unable to provide continuous steering support when encountering faults, but also achieves high reliability and safety in steering control. Even in the event of a single system failure, it can ensure the normal operation of the vehicle steering function, significantly improving driving safety and steering control performance, thereby solving the technical problems of low steering assist response speed and poor reliability in related single-path steering control systems.

[0035] The vehicle redundant steering control system in the embodiments of this application will be further described below.

[0036] Optionally, the first sensor assembly 14 includes: a first position sensor, a first angle sensor, and a first torque sensor; the second sensor assembly 24 includes: a second position sensor, a second angle sensor, and a second torque sensor.

[0037] The first sensor assembly 14 is connected to the first microcontroller unit 11 via the first sensor communication interface and is used to send a first data acquisition signal to the first microcontroller unit 11. The first microcontroller unit 11 is used to generate a first steering control signal based on the first data acquisition signal.

[0038] The second sensor assembly 24 is connected to the second microcontroller unit 21 via the second sensor communication interface and is used to send a second data acquisition signal to the second microcontroller unit 21. The second microcontroller unit 21 is used to generate a second steering control signal based on the second data acquisition signal.

[0039] In this embodiment, the first sensor assembly 14 and the second sensor assembly 24 serve as key information acquisition components, aiming to achieve comprehensive monitoring of the steering state and data redundancy. The first sensor assembly 14 is connected to the first microcontroller unit 11 through a first sensor communication interface, ensuring the independence and security of data transmission.

[0040] The aforementioned first position sensor is used to accurately determine the position of the steering column, providing crucial position reference information for the first steering control system 10 and ensuring the accuracy of steering commands. The first angle sensor is used to monitor the actual rotation angle of the steering wheel, helping the first microcontroller unit 11 to adjust the power assist in real time, making the steering process smoother and more natural. The first torque sensor can measure the torque applied to the steering wheel by the driver, which is crucial for judging the driver's intentions and implementing corresponding power assist, ensuring the comfort and accuracy of steering operations.

[0041] The first sensor assembly 14 and the second sensor assembly 24 establish a communication link with their respective microcontroller units via a specific sensor communication interface. When the first sensor assembly 14 detects a change in steering state, it sends a first data acquisition signal to the first microcontroller unit 11 in real time via the first sensor communication interface. The first microcontroller unit 11 then analyzes and processes the received first data acquisition signal to generate a precise first steering control signal, thereby controlling the steering system to respond to the driver's operation. Similarly, the second sensor assembly 24 also transmits the detected second data acquisition signal to the second microcontroller unit 21 via the second sensor communication interface. The second microcontroller unit 21 processes the signal and generates a second steering control signal, preparing to execute backup steering control logic.

[0042] Based on the above optional embodiments, even if one set of sensors or microcontroller units fails, another set of completely independent sensor components and microcontroller units can still operate normally, ensuring the continuous generation of steering control signals and the reliable execution of steering functions, thereby greatly improving the fault tolerance and safety of the power steering system. Furthermore, the dual data acquisition and signal generation mechanism also provides abundant information resources for fault diagnosis and safety redundancy strategies, enabling the steering control system to make the most reasonable response under any circumstances, ensuring the driver's driving safety.

[0043] Optionally, the first motor pre-drive chip 13 is connected to the first microcontroller unit 11 and the first drive component 16. The first motor pre-drive chip 13 is used to convert the first steering control signal into the first gate voltage signal corresponding to the first drive component 16.

[0044] The second motor pre-drive chip 23 is connected to the second microcontroller unit 21 and the second drive component 26. The second motor pre-drive chip 23 is used to convert the second steering control signal into the second gate voltage signal corresponding to the second drive component 26.

[0045] In the embodiments of this application, the first motor pre-drive chip 13 and the second motor pre-drive chip 23 play a bridging role, connecting the microcontroller unit and the drive component, and are key components for realizing the conversion from weak current control signal to strong current drive signal.

[0046] Specifically, the first motor pre-drive chip 13 establishes a connection with the first microcontroller unit 11 and the first drive component 16, receiving a first steering control signal from the first microcontroller unit 11. This first steering control signal is typically a weak electrical signal in Pulse Width Modulation (PWM) format. The first motor pre-drive chip 13 amplifies and converts this weak control signal into a first gate voltage signal suitable for the first drive component 16, thereby controlling the on / off state of the connected power MOSFETs and achieving efficient driving of the three-phase motor. This signal conversion not only improves signal strength but also ensures precise control of the power MOSFETs, avoiding drive errors caused by insufficient voltage.

[0047] The aforementioned second motor pre-drive chip 23 is connected to the second microcontroller unit 21 and the second drive assembly 26. Its function is similar to that of the first motor pre-drive chip 13, but it operates independently. By receiving the second steering control signal generated by the second microcontroller unit 21 and converting it into the second gate voltage signal required by the second drive assembly 26, it controls the power MOSFET in the second drive assembly 26 to ensure that the motor can respond accurately according to the backup control logic.

[0048] Based on the above optional embodiments, the first motor pre-drive chip and the second motor pre-drive chip not only enhance signal strength and ensure effective control of the power MOSFET, but also achieve redundancy in the signal conversion process through the dual-path pre-drive chip configuration. In the event of a failure in either pre-drive chip, the other pre-drive chip can immediately take over, ensuring that the steering control signal is converted into a drive signal without interruption, maintaining a continuous supply of steering power, thereby ensuring the stability of the steering system and the safety of vehicle operation.

[0049] Optionally, the first system base chip 12 further includes: a first DC-DC converter and a first voltage regulator, wherein the first DC-DC converter is used to regulate the voltage of the first steering control system, and the first voltage regulator is used to provide a stable voltage output for the first steering control system 10;

[0050] The second system base chip 22 also includes: a second DC-DC converter and a second voltage regulator. The second DC-DC converter is used to regulate the voltage of the second steering control system 20, and the second voltage regulator is used to provide a stable voltage output for the second steering control system.

[0051] The aforementioned first DC-DC converter is responsible for converting the input DC voltage (e.g., from a 48V power supply) to a voltage level suitable for the operation of the internal circuitry of the first steering control system 10. This conversion process ensures that the first steering control system 10 maintains stable operation even when faced with power supply voltage fluctuations, improving the overall reliability of the first steering control system 10. By adjusting the conversion ratio, the first DC-DC converter can meet the different voltage requirements of different modules, such as providing an appropriate operating voltage for the first microcontroller unit 11, while reducing energy loss and heat dissipation requirements and optimizing electrical efficiency.

[0052] The aforementioned first voltage regulator is integrated into the first system base chip 12. It is used to adjust the voltage output from the first DC-DC converter to a constant value, providing a stable and clean DC power supply for all parts of the first steering control system 10. This avoids circuit failure or performance degradation caused by instantaneous voltage fluctuations, and enhances the functional safety and operational stability of the first steering control system 10.

[0053] Similar to the first system base chip 12, the second DC-DC converter in the second system base chip 22 is responsible for converting the input DC voltage into a voltage suitable for the internal circuitry of the second steering control system 20, ensuring stable operation of the second steering control system 20 under power supply voltage fluctuations. Being independent of the first system base chip 12 means that the second steering control system 20 can operate independently of the first steering control system 10. Even if the first system encounters voltage problems, the second system base chip 22 can still maintain the normal operation of the second steering control system 20, enhancing system redundancy and fault tolerance. The second voltage regulator is integrated into the second system base chip 22. The second voltage regulator operates on the same mechanism as the first voltage regulator, but provides a stable voltage output to the second steering control system 20, ensuring that the voltage requirements of each component of the second steering control system 20 are met and avoiding the impact of voltage fluctuations on system performance.

[0054] Based on the above optional embodiments, the first system base chip and the second system base chip respectively include a DC-DC converter and a voltage regulator, which realizes fine management and stable output of the internal voltage of the steering control system. This not only reduces the impact of external voltage fluctuations on the system, but also ensures that even if one system base chip fails, the other system base chip can still ensure the stable operation of the steering control system through dual independent voltage management, which significantly improves the overall reliability of the steering control system and its response capability to functional safety.

[0055] Optionally, the first steering control system 10 further includes: a first voltage detector and a first temperature detector. The first system base chip is also used to receive the first voltage detection signal collected by the first voltage detector and the first temperature detection signal detected by the first temperature detector, and to transmit first fault information to the first microcontroller unit using a diagnostic interface when there is an abnormality in the first voltage detection signal and / or the first temperature detection signal.

[0056] The second steering control system 20 also includes a second voltage detector and a second temperature detector. The second system base chip is also used to receive the second voltage detection signal collected by the second voltage detector and the second temperature detection signal detected by the second temperature detector, and to transmit second fault information to the second microcontroller unit using a diagnostic interface when there is an abnormality in the second voltage detection signal and / or the second temperature detection signal.

[0057] The aforementioned first voltage detector can continuously monitor the power supply voltage during the operation of the first steering control system 10 and generate a first voltage detection signal, thereby enabling timely detection of voltage anomalies caused by load changes, battery aging, or connection problems, and providing key real-time voltage status information for the first system base chip 12.

[0058] The aforementioned first temperature detector is used to monitor the operating temperature of key components inside the first steering control system 10, such as the first steering motor or the first microcontroller unit, and generates a first temperature detection signal. Overheating is one of the main causes of performance degradation and malfunction of electronic components. Real-time temperature detection can prevent potential hazards caused by overheating.

[0059] When the first voltage detection signal or the first temperature detection signal shows an abnormality that exceeds the preset range, the first system base chip 12 will identify the abnormality and transmit the first fault information to the first microcontroller unit 11 through the diagnostic interface, triggering the corresponding fault handling program or safety measures.

[0060] The second voltage detector functions similarly to the first voltage detector. It monitors the power supply voltage of the second steering control system 20 and generates a second voltage detection signal for continuous monitoring by the second system base chip 22. The second temperature detector detects the operating temperature of the internal components of the second steering control system 20 and generates a second temperature detection signal to ensure system temperature safety. When the second system base chip detects an abnormality in either the second voltage or temperature detection signal, it also transmits second fault information to the second microcontroller unit 21 via the diagnostic interface. This process is completely independent of the fault information processing mechanism of the first steering control system 10, ensuring the autonomous fault response capability of the second steering control system 20.

[0061] Based on the above optional embodiments, the first steering control system and the second steering control system realize real-time monitoring and abnormal feedback of voltage and temperature status. By reducing the dependence on external monitoring equipment through voltage and temperature detection, and through the transmission of fault information in real time, the microcontroller unit can take action quickly, such as adjusting the control strategy, cutting off dangerous power supply or starting the backup system, effectively preventing system failures caused by voltage fluctuations or overheating, and improving the overall safety and stability of the steering control system.

[0062] Optionally, the first steering control system 10 further includes: a first steering motor connected to the first drive assembly 16, the first steering motor being used to perform steering assist action of the first steering control system 10; the second steering control system 20 further includes: a second steering motor connected to the second drive assembly 26, the second steering motor being used to perform steering assist action of the second steering control system 20.

[0063] The aforementioned first steering motor is closely connected to the first drive assembly 16 and is the physical execution part of the first steering control system 10. After receiving the first gate voltage signal transmitted by the first drive assembly 16, the first steering motor can convert the electrical signal into mechanical kinetic energy for the execution of steering assist action, that is, to assist the driver in turning the steering wheel and reduce the steering load.

[0064] Corresponding to the first steering motor, the second steering motor is connected to the second drive assembly 26, forming the physical execution link of the second steering control system 20. Driven by the second drive assembly 26, the second steering motor can independently perform steering assist actions, ensuring that when the first steering control system 10 fails, the second steering control system 20 can take over the steering assist task and maintain the normal operation of the vehicle's steering function.

[0065] Based on the above optional embodiments, the combination of the first steering motor and the first drive component, and the combination of the second steering motor and the second drive component, together construct a dual-redundant steering execution system, ensuring that no matter which steering control system encounters a failure, the other system can seamlessly take over the steering assist action, greatly enhancing the reliability and safety of the steering system.

[0066] Optionally, the second steering control system 20 is also used to receive a fault signal from the first steering control system 10, and to perform steering control operations in place of the first steering control system 10 when a fault occurs in the first steering control system 10.

[0067] When the first steering control system 10 detects any hardware or software anomaly, such as a microcontroller error, a motor pre-drive chip failure, a drive component overload, or an abnormal sensor reading, the first steering control system 10 will generate a fault signal. The fault signal is a prerequisite for triggering an alternative response from the second steering control system 20.

[0068] When the second steering control system 20 receives a fault signal from the first steering control system 10, it automatically enters emergency mode and takes over the steering control responsibilities originally undertaken by the first steering control system 10. This includes receiving the driver's steering command, calculating the required assist torque, and driving the second steering motor to execute the steering action, ensuring seamless connection of steering functions and avoiding driving interruption.

[0069] Optionally, the first communication component 15 includes: a first common transceiver and a first private transceiver, wherein the first common transceiver is used to transmit vehicle communication commands of the first microcontroller unit, and the first private transceiver is used to transmit steering communication commands of the first microcontroller unit; the second communication component 25 includes: a second common transceiver and a second private transceiver, wherein the second common transceiver is used to transmit vehicle communication commands of the second microcontroller unit, and the second private transceiver is used to transmit steering communication commands of the second microcontroller unit.

[0070] The first and second common transceivers are connected to the first microcontroller unit 11 and the second microcontroller unit 21, respectively, and are capable of transmitting vehicle communication commands, i.e., data packets for communication with other onboard electronic systems. Vehicle communication commands typically include, but are not limited to, vehicle status reports, confirmation of driver intent, and status requests from other electronic control units. Transmission via dedicated common transceivers ensures that vehicle communication commands can be delivered to the required systems in a timely and accurate manner, enhancing the stability and response speed of the vehicle communication network.

[0071] The first and second proprietary transceivers focus on transmitting steering communication commands, which are data directly related to steering control, such as torque sensor readings and steering angle commands. The independence of the proprietary transceivers ensures the priority and confidentiality of steering control commands, preventing critical steering information from being interfered with or delayed in the complex vehicle network, thereby improving the response speed and accuracy of the steering system.

[0072] By separating vehicle communication and steering communication, the embodiments of this application significantly improve communication efficiency. The private transceiver only processes steering-related commands, reducing data processing complexity and accelerating response time, while the common transceiver coordinates communication between the first steering control system 10 and the second steering control system 20 and other vehicle systems, ensuring broad communication coverage. Furthermore, the communication separation mechanism reduces security risks to critical steering information during transmission and enhances the overall system's anti-interference capabilities and data protection capabilities.

[0073] Optionally, the vehicle redundant steering control system is powered by a 48V DC power supply.

[0074] A 48V DC power supply refers to a power system capable of providing a stable 48-volt DC voltage. Compared to a traditional 12V DC system, a 48V DC power supply can handle a larger electrical load and is suitable for the power supply needs of high-power electronic devices and systems. In this embodiment, the 48V DC power supply serves as the energy supply for the vehicle's redundant steering control system, providing the necessary voltage and current to the first steering control system 10 and the second steering control system 20, ensuring sufficient power for the system to perform steering assist actions.

[0075] Powered by a 48V DC power supply, it has significant technical advantages compared to the traditional 12V system. The higher voltage means that the current intensity can be reduced under the same power, which helps to reduce energy loss and heat generation during power transmission, thereby extending the life of the system's basic chips and other key electronic components and optimizing the overall energy utilization efficiency.

[0076] A 48V DC power supply can provide a more stable voltage supply, so that the system can still maintain good working condition even when the vehicle load changes drastically or the battery charge fluctuates greatly, avoiding system restarts or performance failures caused by voltage instability.

[0077] In summary, the 48V vehicle redundant steering control system of this application embodiment has protection mechanisms such as dead time control, overcurrent protection, overtemperature protection, undervoltage lockout, and short circuit protection, which ensures the high precision of motor control, system safety, and stable operation under complex working conditions, providing drivers with a safer, more reliable, and more comfortable steering experience.

[0078] Specifically, in the 48V vehicle redundant steering control system of this application embodiment, dead time control is a crucial function. Its role is to ensure that the power transistors of the upper and lower axle arms do not conduct simultaneously, avoiding shoot-through short circuits. Through precise time management, after one axle arm's power transistor is turned off, a preset delay time (i.e., dead time) is elapsed before the power transistor of the other axle arm turns on, effectively preventing shoot-through between the upper and lower axle arm power transistors and ensuring the safe operation of the system. The first microcontroller unit, as the core processor, generates six PWM signals for the three-phase motor (U-phase, V-phase, W-phase) based on real-time steering demand commands, precisely controlling the switching state of the H-bridge circuit or the three-phase inverter, thereby realizing the forward, reverse, and even braking operations of the motor, ensuring accurate execution and flexible adjustment of steering assist.

[0079] Furthermore, the overcurrent protection function monitors changes in motor phase current in real time through a current-sensing resistor and an operational amplifier integrated within the chip. Once an abnormally high current is detected, it immediately shuts down the drive components, preventing system damage and safety hazards caused by excessive current. The overtemperature protection mechanism focuses on monitoring the temperature of the chip and power devices. When the temperature exceeds a set safety threshold, the vehicle's redundant steering control system automatically reduces its frequency or shuts down completely to prevent performance degradation or potential malfunctions caused by overheating, ensuring the long-term reliability and stability of the system.

[0080] The undervoltage lockout function ensures that the vehicle's redundant steering control system automatically shuts off its output when the input voltage falls below a preset threshold. This prevents incomplete conduction of the power transistors under unstable voltage conditions, reducing potential system oscillations or accidental damage and enhancing the overall system robustness. For short-circuit protection, whether it's an internal short circuit in the motor windings or a breakdown of an external power transistor, the vehicle's redundant steering control system can quickly identify and respond, promptly cutting off the relevant circuits to prevent the fault from escalating and protecting the system from significant damage. This also facilitates subsequent troubleshooting and maintenance.

[0081] This application also provides a vehicle equipped with any of the vehicle redundant steering control systems described in this application.

[0082] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle redundant steering control system, characterized in that, include: A first steering control system and a second steering control system, wherein the second steering control system is a redundant system of the first steering control system; the first steering control system includes: a first microcontroller unit, a first system base chip, a first motor pre-drive chip, a first sensor assembly, a first drive assembly, and a first communication assembly; the second steering control system includes: a second microcontroller unit, a second system base chip, a second motor pre-drive chip, a second sensor assembly, a second drive assembly, and a second communication assembly. The first microcontroller unit is connected to the first system base chip, the first motor pre-drive chip, the first sensor component and the first communication component respectively, and the first drive component is connected to the first motor pre-drive chip; The second microcontroller unit is connected to the second system base chip, the second motor pre-drive chip, the second sensor assembly, and the second communication assembly, respectively, and the second drive assembly is connected to the second motor pre-drive chip; The first steering control system and the second steering control system communicate through at least one isolation chip.

2. The vehicle redundant steering control system according to claim 1, characterized in that, The first sensor assembly includes: a first position sensor, a first angle sensor, and a first torque sensor; the second sensor assembly includes: a second position sensor, a second angle sensor, and a second torque sensor. The first sensor component is connected to the first microcontroller unit via a first sensor communication interface and is used to send a first data acquisition signal to the first microcontroller unit. The first microcontroller unit is used to generate a first steering control signal based on the first data acquisition signal. The second sensor assembly is connected to the second microcontroller unit via a second sensor communication interface and is used to send a second data acquisition signal to the second microcontroller unit. The second microcontroller unit is used to generate a second steering control signal based on the second data acquisition signal.

3. The vehicle redundant steering control system according to claim 2, characterized in that, The first motor pre-drive chip is connected to the first microcontroller unit and the first drive component. The first motor pre-drive chip is used to convert the first steering control signal into a first gate voltage signal corresponding to the first drive component. The second motor pre-drive chip is connected to the second microcontroller unit and the second drive component. The second motor pre-drive chip is used to convert the second steering control signal into a second gate voltage signal corresponding to the second drive component.

4. The vehicle redundant steering control system according to claim 1, characterized in that, The first system base chip also includes: a first DC-DC converter and a first voltage regulator, wherein the first DC-DC converter is used to regulate the voltage of the first steering control system, and the first voltage regulator is used to provide a stable voltage output for the first steering control system; The second system base chip also includes: a second DC-DC converter and a second voltage regulator. The second DC-DC converter is used to regulate the voltage of the second steering control system, and the second voltage regulator is used to provide a stable voltage output for the second steering control system.

5. The vehicle redundant steering control system according to claim 1, characterized in that, The first steering control system further includes: a first voltage detector and a first temperature detector. The first system base chip is also used to receive a first voltage detection signal collected by the first voltage detector and a first temperature detection signal detected by the first temperature detector, and to transmit first fault information to the first microcontroller unit using a diagnostic interface when there is an abnormality in the first voltage detection signal and / or the first temperature detection signal. The second steering control system further includes a second voltage detector and a second temperature detector. The second system base chip is also used to receive a second voltage detection signal collected by the second voltage detector and a second temperature detection signal detected by the second temperature detector, and to transmit second fault information to the second microcontroller unit using a diagnostic interface when there is an abnormality in the second voltage detection signal and / or the second temperature detection signal.

6. The vehicle redundant steering control system according to claim 1, characterized in that, The first steering control system further includes: a first steering motor connected to the first drive assembly, the first steering motor being used to perform steering assist action of the first steering control system; the second steering control system further includes: a second steering motor connected to the second drive assembly, the second steering motor being used to perform steering assist action of the second steering control system.

7. The vehicle redundant steering control system according to claim 1, characterized in that, The second steering control system is also used to receive a fault signal from the first steering control system, and to perform steering control operations in place of the first steering control system when a fault occurs in the first steering control system.

8. The vehicle redundant steering control system according to claim 1, characterized in that, The first communication component includes: a first common transceiver and a first private transceiver, wherein the first common transceiver is used to transmit vehicle communication commands of the first microcontroller unit, and the first private transceiver is used to transmit steering communication commands of the first microcontroller unit; the second communication component includes: a second common transceiver and a second private transceiver, wherein the second common transceiver is used to transmit vehicle communication commands of the second microcontroller unit, and the second private transceiver is used to transmit steering communication commands of the second microcontroller unit.

9. The vehicle redundant steering control system according to claim 1, characterized in that, The vehicle redundant steering control system is powered by a 48V DC power supply.

10. A vehicle, characterized in that, The vehicle is equipped with the vehicle redundant steering control system according to any one of claims 1 to 9.

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