A vehicle wheel-side steering control system and a vehicle

Abstract

This utility model relates to the field of vehicle chassis control technology, and discloses a wheel-side steering control system and a vehicle. The system includes at least two wheel-side steering units and a hand-feel simulated steering unit. The at least two wheel-side steering units include a left front wheel-side steering unit and a right front wheel-side steering unit. Each wheel-side steering unit includes a wheel-side steering controller, a wheel-side angle sensor module, and a wheel-side steering execution component connected in communication. The hand-feel simulated steering unit includes a hand-feel simulated steering controller, a torque and angle sensor module, and a hand-feel simulated execution component. This system, through the design of the left front and right front wheel-side steering units and the hand-feel simulated steering unit, achieves independent control of at least two front wheels, meeting the flexibility requirements of chassis control.

Description

Technical Field

[0001] This utility model relates to the field of vehicle chassis control technology, specifically to a wheel-side steering control system and a vehicle. Background Technology

[0002] In the process of intelligent vehicle chassis control, there are currently three common steering control methods: traditional steering, steer-by-wire, and rear-wheel steering.

[0003] Currently, there are limitations in the degrees of freedom of motion. For example, in the vehicle steering control process, the left and right wheels are mechanically connected. This connection method means that only lateral movement with coaxial degree of freedom can be achieved in control, and the steering angle of each wheel cannot be controlled independently. This not only restricts the vehicle's maneuverability but also limits the vehicle's lateral stability control under complex conditions. Furthermore, special steering modes such as lateral movement and compass steering cannot be realized, greatly limiting the flexibility requirements of intelligent vehicle chassis control. Utility Model Content

[0004] In view of this, the present invention provides a wheel-side steering control system and a vehicle to solve the problem that the steering of each wheel cannot be controlled independently.

[0005] Firstly, at least two wheel-side steering units and a steering feel simulation unit.

[0006] The wheel-side steering unit includes: a wheel-side steering controller, a wheel-side angle sensor module, and a wheel-side steering execution component. The wheel-side angle sensor module and the wheel-side steering component are connected to the wheel-side steering controller. At least two wheel-side steering units are arranged at the corresponding wheels on the front axle. The wheel-side steering controller includes a first wheel-side steering processor and a second wheel-side steering processor that are redundantly backed up. The two redundant wheel-side steering processors are connected to each other through an inter-board communication device. The wheel-side steering controller includes a communication interface and a power interface.

[0007] The hand-feel simulation steering unit includes: a hand-feel simulation steering controller, a torque and angle sensor module, and a hand-feel simulation execution component. The torque and angle sensor module and the hand-feel simulation execution component are connected to the hand-feel simulation steering controller. The hand-feel simulation steering controller includes a first hand-feel simulation steering processor and a second hand-feel simulation steering processor that are redundantly backed up. The two hand-feel simulation steering processors are connected to each other through an inter-board communication device. The hand-feel simulation steering controller includes a communication interface and a power interface.

[0008] The system provided in this aspect enables independent control of at least two wheels of a vehicle, meeting the flexibility requirements for intelligent vehicle chassis control.

[0009] Secondly, this utility model also provides a vehicle, including: a wheel-side steering control system, four wheels and a steering wheel; wherein, the wheel-side steering control system is the wheel-side steering control system described in the first aspect; the four wheels are connected one-to-one to the four wheel-side steering units of the wheel-side steering control system; the steering wheel is connected to the hand-feel simulation steering unit in the wheel-side steering control system.

[0010] This utility model patent provides a wheel-side steering control system and a vehicle. The control system includes at least two wheel-side steering units, a wheel-side steering controller, two redundant wheel-side steering processors, a wheel-side angle sensor module, a hand-feel simulation steering unit, a hand-feel simulation steering controller, a torque and angle sensor module, and a hand-feel simulation execution component. These components or modules are connected through at least two sets of communication buses and a set of power supply harnesses, thereby achieving decoupling of the independent steering degrees of freedom of at least two wheels and realizing independent control of the left front wheel and the right front wheel.

[0011] Meanwhile, two sets of communication buses and one set of power supply harnesses are used to transmit signals for each control circuit, ensuring the real-time control of the vehicle's core steering function, improving steering control accuracy, and avoiding steering delay and trajectory tracking errors.

[0012] In addition, the left front wheel steering controller and the right front wheel steering controller each have two wheel steering processors that are redundant backups for each other, and the hand feel simulation steering controller also has two hand feel simulation steering processors that are redundant backups for each other. These redundant designs can ensure that there is still one system function input and output in the event of a single point of failure, thus ensuring the reliability and safety of the operation of each controller in the wheel steering control system. Attached Figure Description

[0013] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of a wheel-side steering control system according to an embodiment of the present utility model;

[0015] Figure 2 This is a schematic diagram of the structure of a left front wheel steering unit according to an embodiment of the present utility model;

[0016] Figure 3 This is a schematic diagram of the structure of a steering simulation unit according to an embodiment of the present utility model;

[0017] Figure 4 This is a schematic diagram of the structure of another wheel-side steering control system according to an embodiment of the present utility model;

[0018] Figure 5 This is a structural schematic diagram of a vehicle according to an embodiment of the present utility model;

[0019] The accompanying figure is labeled as follows:

[0020] 1-Wheel-side steering control system, 2-Left front wheel-side steering unit, 3-Right front wheel-side steering unit, 4-Left rear wheel-side steering unit, 5-Right rear wheel-side steering unit, 6-Hand feel simulation steering unit, 7-Vehicle computing platform, 8-Left front wheel, 9-Right front wheel, 10-Left rear wheel, 11-Right rear wheel, 12-Steering wheel, 100-Vehicle;

[0021] 20 Left front wheel steering controller, 20-1 First left front wheel steering processor, 20-2 Second left front wheel steering processor, 21 Left front wheel angle sensor unit, 21-1 First left front wheel angle sensor, 21-2 Second left front wheel angle sensor, 22 Left front wheel steering actuation assembly, 22-1 Left front wheel steering motor, 22-2 Left front wheel steering reduction mechanism, 22-3 Left front steering knuckle;

[0022] 30 Right front wheel steering controller, 30-1 First right front wheel steering processor, 30-2 Second right front wheel steering processor, 31 Right front wheel angle sensor unit, 31-1 First right front wheel angle sensor, 31-2 Second right front wheel angle sensor, 32 Right front wheel steering actuation assembly, 32-1 Right front wheel steering motor, 32-2 Right front wheel steering reduction mechanism, 32-3 Right front steering knuckle;

[0023] 40 Left rear wheel steering controller, 40-1 First left rear wheel steering processor, 40-2 Second left rear wheel steering processor, 41 Left rear wheel angle sensor unit, 41-1 First left rear wheel angle sensor, 41-2 Second left rear wheel angle sensor, 42 Left rear wheel steering actuation assembly, 42-1 Left rear wheel steering motor, 42-2 Left rear wheel steering reduction mechanism, 42-3 Left rear steering knuckle;

[0024] 50 Right rear wheel steering controller, 50-1 First right rear wheel steering processor, 50-2 Second right rear wheel steering processor, 51 Right rear wheel angle sensor unit, 51-1 First right rear wheel angle sensor, 51-2 Second right rear wheel angle sensor, 52 Right rear wheel steering actuation assembly, 52-1 Right rear wheel steering motor, 52-2 Right rear wheel steering reduction mechanism, 52-3 Right rear steering knuckle;

[0025] 60 Hand feel simulation steering controller, 60-1 First hand feel simulation steering processor, 60-2 Second hand feel simulation steering processor, 61 Torque and angle sensor unit, 61-1 First steering wheel torque sensor, 61-2 First steering wheel angle sensor, 61-3 Second steering wheel torque sensor, 61-4 Second steering wheel angle sensor, 62 Hand feel simulation actuation component, 62-1 Hand feel simulation motor, 62-2 Column reduction mechanism, 62-3 Steering column. Detailed Implementation

[0026] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0027] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0030] This invention relates to a four-wheel wheel-side steering steer-by-wire system and its overall vehicle control architecture, achieving decoupling of the independent steering degrees of freedom of the four wheels. Simultaneously, it eliminates the mechanical connection between the steering wheel and the vehicle in the independent control of four-wheel steering, thus enabling complete control via electrical signals. Based on the International Organization for Standardization (ISO) functional safety development standards, this system must meet the highest functional safety objectives. Furthermore, this invention employs redundant design for all control systems involved in wheel-side steering, ensuring that there is still one system input / output available even in the event of a single point of failure.

[0031] The technical solution of this utility model will now be described in detail with reference to the accompanying drawings.

[0032] See Figure 1 The diagram shown is a structural schematic of a wheel-side steering control system provided in this embodiment. The wheel-side steering control system 1 includes: at least two wheel-side steering units, a hand-feel simulation steering unit 6, a vehicle computing platform 7, at least two types of communication buses, and a power supply harness. The vehicle computing platform 7 is connected to the at least two wheel-side steering units and the hand-feel simulation steering unit 6 via the communication bus. It should be noted that... Figure 1 Physical connections, as shown in the other accompanying drawings, are represented by double lines in this embodiment. Electrical connections are represented by single lines.

[0033] Figure 1 As shown, the number of wheel-side steering units is at least two, respectively located on the left front wheel and the right front wheel of the vehicle. In some embodiments, there can be four wheel-side steering units, namely: left front wheel-side steering unit 2, right front wheel-side steering unit 3, left rear wheel-side steering unit 4, and right rear wheel-side steering unit 5. The vehicle computing platform 7 is connected to these four wheel-side steering units and the hand-feel simulation steering unit 6 via a universal bus, and the vehicle computing platform 7 can be used to supply power to the four wheel-side steering units and the hand-feel simulation steering unit 6.

[0034] Each wheel-side steering unit includes: a wheel-side steering controller (20, 30, 40, 50), a wheel-side angle sensor module (21, 31, 41, 51), and a wheel-side steering actuator (22, 32, 42, 52). The wheel-side steering controller is communicatively and / or electrically connected to the wheel-side angle sensor module and the wheel-side steering actuator; each wheel-side steering actuator is also communicatively and / or electrically connected to one wheel-side angle sensor module. The wheel-side steering controller also includes a communication interface and a power supply interface.

[0035] Further, let's take the left front wheel steering unit 2 as an example. The left front wheel steering unit 2 includes: a left front wheel steering controller 20, a left front wheel angle sensor module 21, and a left front wheel steering execution component 22. The left front wheel steering controller 20 includes: two redundant wheel steering processors (20-1, 20-2), for example... Figure 2 The system includes a first left front wheel steering processor 20-1 and a second left front wheel steering processor 20-2. The first left front wheel steering processor 20-1 and the second left front wheel steering processor 20-2 are connected via an inter-board communication device, and the two redundant left front wheel steering processors are also connected to the left front wheel angle sensor module 21 via at least one set of communication buses.

[0036] Optionally, the interface connected to the left front wheel side angle sensor module 21 can be a communication interface conforming to the SENT (SingleEdge Nibble Transmission) protocol, used to efficiently and reliably transmit sensor data to the controller.

[0037] Similarly, the right front wheel steering unit 3 includes: a right front wheel steering controller 30, a right front wheel angle sensor module 31, and a right front wheel steering execution component 32. The right front wheel steering controller 30 includes: a first right front wheel steering processor 30-1 and a second right front wheel steering processor 30-2. Furthermore, the first right front wheel steering processor 30-1 and the second right front wheel steering processor 30-2 are connected via an inter-board communication device, and the two redundant right front wheel steering processors are also connected to the right front wheel angle sensor module 31 via at least one set of communication buses.

[0038] In addition, such as Figure 3 As shown, the simulated steering unit 6 includes: a simulated steering controller 60, a torque and angle sensor module 61, and a simulated steering actuator 62. The simulated steering controller 60 is communicatively and / or electrically connected to both the torque and angle sensor module 61 and the simulated steering actuator 62. Furthermore, the torque and angle sensor module 61 is also communicatively and / or electrically connected to the simulated steering actuator 62. The simulated steering controller 60 also includes a communication interface and a power supply interface. The wheel-side steering unit and the simulated steering unit described above together constitute the basic architecture of the system described in this application. By setting at least two wheel-side steering units and a simulated steering unit, and employing a dual-processor redundant architecture in the controller, high reliability and fault tolerance of the angular module steer-by-wire system at the hardware level are achieved, improving vehicle steering safety and the stability of driving feel.

[0039] Furthermore, the system 1 described in this application also includes at least two types of communication buses and power supply harnesses. The communication buses include a dedicated steering bus (PCAN) and a universal bus (CAN). By introducing dedicated steering communication harnesses and universal communication harnesses, key steering signals and universal vehicle signals can be transmitted separately, which not only ensures the real-time performance and reliability of steering signals, but also improves the flexibility and scalability of system communication.

[0040] Furthermore, the system 1 described in this application also includes a vehicle computing platform 7, which includes an intelligent driving controller and a vehicle motion controller. The vehicle computing platform includes a communication interface and a power supply interface. The communication interface is a universal bus interface (CAN interface). The intelligent driving controller is used to handle vehicle autonomous driving tasks, and the vehicle motion controller is used to handle vehicle motion tasks under different operating conditions or driving scenarios. In addition, the vehicle computing platform 7 may also include other control circuits or control modules; this embodiment does not limit this, nor does it limit the structure and function of the vehicle motion controller and / or the intelligent driving controller. Through the configuration of the vehicle computing platform, the steering system, autonomous driving, and vehicle motion control work collaboratively, thereby improving the vehicle's intelligence level and comprehensive control performance under different driving scenarios, and realizing steering control in specific scenarios or under autonomous driving conditions.

[0041] Furthermore, the communication interface described in this application includes at least two types of communication interfaces, specifically a set of dedicated steering communication interfaces (PCAN interface) and a set of general communication interfaces (CAN interface). Both the dedicated steering communication interface (PCAN interface) and the general communication interface (CAN interface) include two interfaces that serve as backups for each other. Specifically, the dedicated steering communication interface (PCAN interface) includes a first dedicated steering communication interface (PCANA) and a second dedicated steering communication interface (PCANB). The dedicated steering communication interface is only used to receive or transmit steering control signals.

[0042] The universal communication interface (CAN interface) includes a first universal communication interface (CANA) and a second universal communication interface (CANB). This universal communication interface is used to receive or transmit vehicle CAN communication signals, including steering control signals. PCANA and PCANB, and CANA and CANB, are used only to distinguish different buses. Specifically, the communication interfaces of the wheel-side steering controller and the hand-feel analog steering controller include a PCAN communication interface and a CAN communication interface. By distinguishing between dedicated steering communication ports and universal communication ports in the communication interface, and providing a dual-port design for each type of port as backup, the reliability of the communication link is improved, ensuring that the independent transmission channel of the steering signal is not interfered with by other vehicle signals, thereby enhancing system safety.

[0043] Furthermore, the communication interfaces of the first wheel-side steering processors (20-1, 30-1, 40-1, 50-1) specifically include a first dedicated steering communication interface (PCANA interface) and a first general-purpose communication interface (CANA interface); the communication interfaces of the second wheel-side steering processors (20-2, 30-2, 40-2, 50-2) specifically include a second dedicated steering communication interface (PCANB interface) and a second general-purpose communication interface (CANB interface); the communication interfaces of the first hand-feel simulated steering processor (60-1) specifically include a first dedicated steering communication interface (PCANA interface) and a first general-purpose communication interface (CANA interface); the communication interfaces of the second hand-feel simulated steering processor (60-2) specifically include a second dedicated steering communication interface (PCANB interface) and a second general-purpose communication interface (CANB interface). By configuring dedicated and general-purpose communication ports for different processors respectively, an independent and redundant communication path design for each processor is achieved, enhancing the system's anti-interference capability and continuous operation capability under single-port failure conditions.

[0044] Furthermore, the dedicated steering bus (PCAN) and the universal bus (CAN) each contain two sets of communication buses that serve as backups for each other. The wheel-side steering controllers (20, 30, 40, 50) and the hand-feel simulated steering controller 60 are connected via the dedicated steering bus (PCAN) and the universal bus (CAN). The vehicle computing platform 7 is connected to the wheel-side steering controllers (20, 30, 40, 50) and the hand-feel simulated steering controller 60 via the universal bus (CAN). The dedicated steering bus (PCAN) is used to connect each dedicated steering communication interface (PCAN interface), and the universal bus (CAN) is used to connect each universal communication interface (CAN interface). By providing a redundant dual-path design at the communication harness level and distinguishing between dedicated and universal harnesses, normal operation can still be maintained in the event of a single communication link failure, thereby further improving the overall communication reliability and redundancy safety of the system.

[0045] For example, the first feel-to-steering processor 60-1 of the feel-to-steering controller 60 is connected to the first wheel-side steering processors (20-1, 30-1, 40-1, 50-1) of the wheel-side steering controllers (20, 30, 40, 50) via a general-purpose bus (such as a CANA data bus) and a steering-specific data bus (such as a PCANA bus). Similarly, the second feel-to-steering processor 60-2 of the feel-to-steering controller 60 is connected to the second wheel-side steering processors (20-2, 30-2, 40-2, 50-2) of the wheel-side steering controllers (20, 30, 40, 50) via a general-purpose bus (such as a CANB data bus) and a steering-specific data bus (such as a PCANB bus).

[0046] The CANA and CANB data buses can be understood as a system consisting of multiple general-purpose data (CAN) buses, the number of which can be one or more, depending on actual needs. CANA and CANB represent two sets of communication buses.

[0047] Similarly, the first dedicated steering data bus is understood as a system consisting of multiple dedicated steering data (PCAN) buses, the number of which may be one or more, depending on actual needs. PCANA and PCANB may be included in at least two of the aforementioned communication buses. Optionally, PCANA and PCANB represent two dedicated steering data bus systems.

[0048] The vehicle computing platform 7 is also connected to the hand-feel simulation steering controller 60 and each wheel-side steering controller (20, 30, 40, 50) via a universal bus (CAN bus). Figure 4 In the process, the vehicle computing platform 7 is connected to the first wheel-side steering processor (20-1, 30-1, 40-1, 50-1) and the first hand-feel simulation steering processor 60-1 via the universal bus CANA, and to the second wheel-side steering processor (20-2, 30-2, 40-2, 50-2) and the second hand-feel simulation steering processor 60-2 via the universal bus CANB, so that the steering wheel-side status and the control signal of the vehicle controller can be transmitted.

[0049] Furthermore, the hand-feel simulation execution component 62 sequentially includes a hand-feel simulation motor 62-1, a column reduction mechanism 62-2, and a steering column 62-3, all mechanically connected. The hand-feel simulation motor 62-1 is communicatively and / or electrically connected to the hand-feel simulation steering controller 60. The steering column 62-3 is communicatively and / or electrically connected to the torque and angle sensor module and the steering wheel, respectively. The hand-feel simulation motor 62-1 is connected to the hand-feel simulation steering controller 60 through mechanical and electrical interfaces. It receives electrical signals generated in real time from the hand-feel simulation steering controller 60 to produce corresponding torque output. It is further connected to the column reduction mechanism 62-2 via a mechanical structure to amplify the torque output. Rotational motion rotates the steering column 62-3, achieving real-time control of the driver's desired torque. By introducing the mechanical connection of the motor, reduction mechanism, and steering column into the hand-feel simulation execution component, a simulation effect of steering force feedback on the steering wheel is achieved, thereby improving the realism and comfort of the driving feel.

[0050] Furthermore, the power supply harness described in this application includes a first power supply harness and a second power supply harness, preferably providing 48V power. The first power supply harness is connected to the power interfaces of the first steering simulation processor 60-1 and the first wheel-side steering processors of each wheel-side steering unit (20-1, 30-1, 40-1, 50-1), and further connected to the first power interface of the vehicle computing platform 7. The second power supply harness is connected to the power interfaces of the second steering simulation processor 60-2 and the second wheel-side steering processors of each wheel-side steering unit (20-2, 30-2, 40-2, 50-2), and further connected to the second power interface of the vehicle computing platform 7. By adopting a dual-path independent power supply design for the power supply harness, different processors obtain power from independent power sources, thereby improving the reliability and continuous operation capability of the system under single-path power supply failure.

[0051] Furthermore, the wheel-side angle sensor modules (21, 22, 24, 25) include redundant first wheel-side angle sensors (21-1, 22-1, 23-1, 24-1) and second wheel-side angle sensors (21-2, 22-2, 23-2, 24-2), which are respectively connected to the first wheel-side steering processor (20-1, 30-1, 40-1, 50-1) and the second wheel-side steering processor (20-2, 30-2, 40-2, 50-2). By providing redundant backups for the wheel-side angle sensors, the system can still accurately obtain wheel angle information even if a single sensor fails, improving the reliability and safety of wheel steering angle detection. Figure 2 As shown, the left front wheel angle sensor module 21 includes a first left front wheel angle sensor 21-1 and a second left front wheel angle sensor 21-2, which are redundant backups of each other. Furthermore, the first left front wheel steering processor 20-1 is connected to the first left front wheel angle sensor 21-1 via a first communication interface 1; the second left front wheel steering processor 20-2 is connected to the second left front wheel angle sensor 21-2 via a second communication interface 2. Further, the aforementioned dual-redundant design of the first left front wheel angle sensor 21-1 and the second left front wheel angle sensor 21-2 outputs independently communicating SENT angle signals to the left front wheel steering controller 20. One angle signal is electrically connected to the first left front wheel steering processor 20-1 via SENT A, and the other angle signal is electrically connected to the second left front wheel steering processor 20-2 via SENT B, enabling the steering control processor to independently obtain real-time wheel angle data during operation.

[0052] In some embodiments, the left rear wheel steering controller 40 and the right rear wheel steering controller 50 each include a wheel steering processor, such as a first left rear wheel steering processor 40-1 and a first right rear wheel steering processor 50-1, and the left rear wheel angle sensor module 41 and the right rear wheel angle sensor module 51 each include a wheel angle sensor, such as a first left rear wheel angle sensor 41-1 and a first right rear wheel angle sensor 51-1.

[0053] The first left rear wheel steering processor 40-1 of the left rear wheel steering controller 40 is connected to the first left rear wheel angle sensor 41-1 of the left rear wheel angle sensor module 41, and the first right rear wheel steering processor 50-1 of the right rear wheel steering controller 50 is connected to the first right rear wheel angle sensor 51-1 of the right rear wheel angle sensor module 51.

[0054] Furthermore, the torque and angle sensor module 61 includes a first steering wheel torque sensor 61-1 and a second steering wheel torque sensor 61-3, and two redundant steering wheel angle sensors 61-2 and 61-4. The first steering wheel torque sensor 61-1 and the first steering wheel angle sensor 61-2 are connected to the first steering feel simulation processor 60-1, and the second steering wheel torque sensor 61-3 and the second steering wheel angle sensor 61-4 are connected to the second steering feel simulation processor 60-2. By configuring redundant backups for the steering wheel torque sensor and the angle sensor and connecting them to different processors, a multi-fault-tolerant mechanism for steering input detection is achieved, improving the reliability of the driver input signal and the system's fault resistance.

[0055] A specific connection relationship such as Figure 1 or Figure 3 As shown, the steering simulation controller 60 includes a first steering simulation processor 60-1 and a second steering simulation processor 60-2 that are redundant backups of each other. The first steering simulation processor 60-1 and the second steering simulation processor 60-2 are connected through an internal inter-board communication device to realize internal communication and signal verification.

[0056] Optionally, the first steering wheel torque sensor 61-1 outputs a SENT C torque signal to the first feel-simulated steering processor 60-1 via an electrical connection; the first steering wheel angle sensor 61-2 outputs a SENT D angle signal to the first feel-simulated steering processor 60-1 via an electrical connection; the second steering wheel torque sensor 60-3 outputs a SENT E torque signal to the second feel-simulated steering processor 60-2 via an electrical connection; and the second steering wheel angle sensor 60-4 outputs a SENTG signal to the second feel-simulated steering processor 60-2 via an electrical connection, enabling the feel-simulated steering processor to independently obtain real-time steering wheel angle and steering wheel torque data during operation.

[0057] Furthermore, the wheel-side steering actuation component 22 of this system 1 sequentially includes a wheel-side steering motor 22-1, a wheel-side steering reduction mechanism 22-2, and a steering knuckle 22-3, all mechanically connected. The wheel-side steering motor 22-1 is communicatively and / or electrically connected to the wheel-side steering controller 20. The wheel-side steering reduction mechanism 22-2 is communicatively and / or electrically connected to the corresponding wheel-side angle sensor module 21. The steering knuckle is mechanically connected to the corresponding wheel. By employing a mechanical connection between the motor, reduction mechanism, and steering knuckle in the wheel-side steering actuation component, high-precision steering control of the wheel is achieved, and closed-loop control can be realized through the reduction mechanism and angle sensor, thereby improving the accuracy and stability of steering execution.

[0058] like Figure 2 As shown, each wheel-side steering actuator 22 includes three structural components: a wheel-side steering motor 22-1, a wheel-side steering reduction mechanism 22-2, and a steering knuckle 22-3, used to perform any one of the following: steering, driving, or braking of the wheel. Each wheel-side steering motor (22-1, 32-1, 42-1, 52-1) is communicatively and / or electrically connected to a wheel-side steering controller (20, 30, 40, 50). Each wheel-side steering reduction mechanism (22-2, 32-2, 42-2, 52-2) is communicatively and / or electrically connected to a wheel-side angle sensor module (21, 31, 41, 51). Each steering knuckle (22-3, 32-3, 42-3, 52-3) is connected to one wheel (8, 9, 10, 11). Specifically, the wheel-side steering motors (22-1, 32-1, 42-1, 52-1) are connected to the wheel-side steering controller via mechanical and electrical interfaces. They receive electrical signals generated in real time from the wheel-side steering controller to produce corresponding torque output. Furthermore, they are connected to the wheel-side steering reduction mechanism via a mechanical structure to amplify the torque output. Rotational motion turns the steering knuckle, achieving adjustment of the wheel's steering angle. The wheel-side angle sensor modules (21, 31, 41, 51) are installed in the wheel-side steering reduction mechanism to redundantly detect wheel angle signals.

[0059] The wheel-side steering units (2, 3, 4, 5), wheel-side steering controllers (20, 30, 40, 50), wheel-side angle sensor modules (21, 31, 41, 51), wheel-side steering motors (22-1, 32-1, 42-1, 52-1), wheel-side steering reduction mechanisms (22-2, 32-2, 42-2, 52-2), and steering knuckles (22-3, 32-3, 42-3, 52-3) mentioned above are all divided into four paths: left front, right front, left rear, and right rear, independently controlling the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle. By arranging an additional wheel-side steering unit on the rear axle, coordinated steering control between the front and rear axles is achieved, thereby improving the vehicle's maneuverability, steering agility, and handling stability under specific conditions (such as low-speed turning, high-speed lane changing, U-turns, and lateral movement).

[0060] Optionally, the above-mentioned at least two sets of communication buses and one set of power supply harnesses can be used to transmit signals between the controllers through other transmission protocols, such as Ethernet, CANFD, CANXL, FlexRay or other methods. This embodiment does not limit this.

[0061] Furthermore, in specific hardware implementations, the controllers, control processors, sensors, etc., of the various embodiments described above may internally include one or more processing modules, storage modules, and interfaces for connecting the various components. The various components communicate and connect with each other using different buses, and can be mounted on a common motherboard or installed in other ways as needed.

[0062] Each processing module can be a central processing unit (CPU), and each processing module may further include a hardware chip. The hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device can be a complex programmable logic device (CLP), a field-programmable gate array (FPGA), a general-purpose array logic (GBA), or any combination thereof.

[0063] The storage module stores instructions that can be executed by at least one processing module, so that at least one processing module executes the individual wheel-side control method described in the above embodiments.

[0064] Furthermore, the storage module may include a stored program area and a stored data area, wherein the stored program area may store the operating system and application programs required for at least one function; and the stored data area may store data created based on the use of the computer device. In addition, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device.

[0065] In another embodiment, a vehicle is also provided, such as Figure 5As shown, the vehicle 100 includes: a wheel-side steering control system 1, four wheels (8, 9, 10, 11) and a steering wheel 12; wherein, the wheel-side steering control system is as described above. Figures 1 to 5 The specific structure of the wheel-side steering control system 1 shown is illustrated in the aforementioned figure and will not be described again here.

[0066] The four wheels are: left front wheel 8, right front wheel 9, left rear wheel 10, and right rear wheel 11. Each of the four wheels is connected one-to-one to one of the four wheel-side steering units of the wheel-side steering control system 1. Furthermore, each of the four wheels is connected to one of the four wheel-side steering actuation components in the four wheel-side steering units.

[0067] In this embodiment, combined with Figure 1 and Figure 4 The left front wheel 8 is connected to the left front wheel steering actuator 22 in the wheel steering control system, the right front wheel 9 is connected to the right front wheel steering actuator 32 in the wheel steering control system, the left rear wheel 10 is connected to the left rear wheel steering actuator 42 in the wheel steering control system, and the right rear wheel 11 is connected to the right rear wheel steering actuator 52 in the wheel steering control system.

[0068] The steering wheel 12 is connected to the feel simulation execution component 62 in the feel simulation steering unit 6 of the wheel-side steering control system.

[0069] The vehicle provided in this embodiment decouples the independent steering degrees of freedom of the four wheels, eliminating the mechanical connection between the steering wheel and the vehicle in the independent control of four-wheel steering, thus enabling complete control via electrical signals. Based on the International Organization for Standardization's functional safety development specifications, this system must also meet the highest functional safety objectives.

[0070] In addition, this invention requires all control systems involved in wheel-side steering to adopt redundant design, so that there is still a functional input and output of the system in the event of a single point of failure, thus ensuring the reliability and safety of the operation of each controller in the wheel-side steering control system.

[0071] The above embodiments are only used to illustrate the technical solutions of the present utility model, and are not intended to limit it. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the present utility model.

Claims

1. A vehicle wheel-side steering control system, characterized in that, include: At least two wheel-side steering units and a steering feel simulation unit; The wheel-side steering unit includes: a wheel-side steering controller, a wheel-side angle sensor module, and a wheel-side steering execution component. The wheel-side angle sensor module and the wheel-side steering component are connected to the wheel-side steering controller. The at least two wheel-side steering units are arranged at the wheels corresponding to the front axle. The wheel-side steering controller includes a first wheel-side steering processor and a second wheel-side steering processor that are redundantly backed up. The two redundant wheel-side steering processors are connected to each other through an inter-board communication device. The wheel-side steering controller is provided with a communication interface and a power interface. The hand-feel simulation steering unit includes: a hand-feel simulation steering controller, a torque and angle sensor module, and a hand-feel simulation execution component. The torque and angle sensor module and the hand-feel simulation execution component are connected to the hand-feel simulation steering controller. The hand-feel simulation steering controller includes a first hand-feel simulation steering processor and a second hand-feel simulation steering processor that are redundantly backed up. The two hand-feel simulation steering processors are connected through an inter-board communication device, and the hand-feel simulation steering controller is provided with a communication interface and a power interface.

2. The system according to claim 1, characterized in that, The system also includes at least two types of communication buses and power supply harnesses, the communication buses including a steering-specific bus and a general-purpose bus.

3. The system according to claim 1, characterized in that, The system also includes a vehicle computing platform, which includes an intelligent driving controller and a vehicle motion controller. The vehicle computing platform is equipped with a communication interface and a power interface. The intelligent driving controller is used to handle vehicle autonomous driving tasks, and the vehicle motion controller is used to handle vehicle motion tasks under different operating conditions or different driving scenarios.

4. The system according to any one of claims 1-3, characterized in that, The communication interface includes at least two types of communication interfaces, specifically a set of dedicated steering communication interfaces and a set of general-purpose communication interfaces. Both the dedicated steering communication interface and the general-purpose communication interface include two interfaces that serve as backups for each other. The dedicated steering communication interface includes a first dedicated steering communication interface and a second dedicated steering communication interface. The dedicated steering communication interface is only used to receive or transmit steering control signals. The general communication interface includes a first general communication interface and a second general communication interface. The general communication interface is used to receive or transmit vehicle CAN communication signals, including steering control signals.

5. The system according to claim 4, characterized in that, The communication interface of the first wheel-side steering processor specifically includes a first steering-specific communication interface and a first general-purpose communication interface; the communication interface of the second wheel-side steering processor specifically includes a second steering-specific communication interface and a second general-purpose communication interface. The communication interface of the first steering simulation processor specifically includes a first steering-dedicated communication interface and a first general-purpose communication interface; the communication interface of the second steering simulation processor specifically includes a second steering-dedicated communication interface and a second general-purpose communication interface.

6. The system according to claim 5, characterized in that, The dedicated steering bus and the universal bus each contain two sets of communication buses that serve as backups for each other. The wheel-side steering controller and the hand-feel simulation steering controller are connected through the dedicated steering bus and the universal bus. The vehicle computing platform is connected to the wheel-side steering controller and the hand-feel simulation steering controller through the universal bus. The dedicated steering bus is used to connect each dedicated steering communication interface, and the universal bus is used to connect each universal communication interface.

7. The system according to claim 1, characterized in that, The hand-feel simulation execution component includes, in sequence, a hand-feel simulation motor, a column reduction mechanism, and a steering column that are mechanically connected; the hand-feel simulation motor is connected to the hand-feel simulation steering controller, and the steering column is connected to the torque and angle sensor module and the steering wheel, respectively.

8. The system according to claim 2, characterized in that, The power supply harness includes: a first power supply harness and a second power supply harness. The first power supply harness is connected to the power input terminal of the first steering simulation processor. The second power supply harness is connected to the power input terminal of the second steering simulation processor; The first power supply harness is also connected to the first wheel-side steering processor of each wheel-side steering unit; The second power supply harness is also connected to the second wheel-side steering processor of each wheel-side steering unit.

9. The system according to claim 1, characterized in that, The wheel-side angle sensor module includes a first wheel-side angle sensor and a second wheel-side angle sensor that are redundant backups of each other, and are respectively connected to the first wheel-side steering processor and the second wheel-side steering processor.

10. The system according to claim 1 or 9, characterized in that, The torque and angle sensor module includes a first steering wheel torque sensor and a second steering wheel torque sensor that are redundantly backed up with each other, and a first steering wheel angle sensor and a second steering wheel angle sensor that are redundantly backed up with each other. The first steering wheel torque sensor and the first steering wheel angle sensor are connected to the first steering feel simulation processor, and the second steering wheel torque sensor and the second steering wheel angle sensor are connected to the second steering feel simulation processor.

11. The system according to claim 1, characterized in that, The wheel-side steering actuation component includes, in sequence, a wheel-side steering motor, a wheel-side steering reduction mechanism, and a steering knuckle, all mechanically connected. The wheel-side steering motor is connected to the wheel-side steering controller, the wheel-side steering reduction mechanism is connected to the corresponding wheel-side angle sensor module, and the steering knuckle is mechanically connected to the corresponding wheel.

12. The system according to claim 1, characterized in that, The system also includes a wheel-side steering unit disposed at the corresponding wheel on the rear axle of the vehicle, and the wheel-side steering controller of the rear axle wheel-side steering unit includes at least one wheel-side steering processor.

13. A vehicle, characterized in that, The vehicle includes: a wheel-side steering control system, wheels, and a steering wheel; wherein the wheel-side steering control system is a wheel-side steering control system as described in any one of claims 1 to 12; the wheels are connected to the wheel-side steering unit in the wheel-side steering control system; and the steering wheel is connected to the hand-feel simulated steering unit in the wheel-side steering control system.

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