Steer-by-Wire-System

Abstract

A steer-by-wire system (1) comprises: a first control unit (100) which includes a first CAN communication unit (110) arranged in a steering force actuator, abbreviated SFA, (10) and connected to a CAN communication line (600); a second control unit (200) which includes a second CAN communication unit (211) arranged in a road wheel actuator, abbreviated RWA, (20) and connected to the CAN communication line (600); a steering angle sensor (500) configured to measure steering wheel input and connected to the first control unit (100) via the CAN communication line (600); and a redundant CAN communication line, abbreviated R-CAN communication line (700) to which the steering angle sensor (500) and the second control unit (200) are connected, wherein, if a fault of the SFA (10) is detected, the second control unit (200) is set up for this purpose,to communicate with the steering angle sensor (500) using the R-CAN communication line (700) and to perform a steering input to a wheel.

Description

Technical field

[0001] The present disclosure or invention relates to a steer-by-wire system. In particular, the present disclosure relates to a steer-by-wire system configured to provide backup functionality. background

[0002] A steer-by-wire system (SBW) is a steering system in which the mechanical connection between a steering wheel and a vehicle's wheel is eliminated. The SBW system receives a rotation signal from the steering wheel via an electronic control unit (ECU) and steers the vehicle by actuating a steering assist motor connected to the wheel, based on the received rotation signal.

[0003] Since the SBW system eliminates the mechanical linkage structure of a conventional steering system, the SBW system can increase the degree of freedom in the arrangement according to the configuration of a steering system, improve fuel efficiency and eliminate disturbances transmitted back from the wheels.

[0004] To ensure redundancy, the SBW system also includes a steering force actuator (SFA) and a road wheel actuator (RWA), each of which has one or more control units.

[0005] The SBW system uses internal CAN communication (CAN = "Controller Area Network") to transmit and receive information between the two control units in the SFA and the RWA. Furthermore, the SBW system can control the SFA and the RWA based on the steering angle received from a steering angle sensor.

[0006] However, in the event of a fault in the SFA, the RWA control is carried out to maintain the backup functionality without receiving a steering angle from the steering angle sensor, and as a result, a steering output that takes into account the actually applied steering angle signal cannot be provided.

[0007] The above information disclosed in this background section is intended only to improve the understanding of the general background of the present disclosure / invention and may therefore contain information that does not constitute the prior art already known to a person skilled in the art in this field. Brief explanation

[0008] The present disclosure provides a communication environment which, in the event of an error (e.g. failure, malfunction or the like) of an SFA of a steer-by-wire system, provides redundancy and thus solves the problems associated with the prior art.

[0009] The present disclosure also provides a communication environment in which a steering angle sensor and a smoke and heat exhaust ventilation system (SHEVS) communicate directly with each other in the event of a fault in the SHEVS.

[0010] The objectives of this disclosure are not limited to the foregoing, and further objectives of this disclosure, which are not mentioned herein, can be understood from the following description and can be understood more clearly by the embodiments of this disclosure. Furthermore, the objectives of this disclosure can be achieved by the means and combinations thereof specified in the claims.

[0011] In one aspect of the present disclosure, a steer-by-wire system comprises: a first control unit, which includes a first CAN communication unit arranged in a SFA and connected to a CAN communication line; a second control unit, which includes a second CAN communication unit arranged in a RWA and connected to the CAN communication line; a steering angle sensor configured to measure steering wheel input, which is connected to the first control unit via the CAN communication line; and an R-CAN communication line to which the steering angle sensor and a section of the second control unit are connected. In particular, when a fault occurs (e.g.,(Failure, malfunction or the like) of the SFA is determined, data from the steering angle sensor is obtained using the R-CAN communication line to perform a steering input to a wheel of a vehicle.

[0012] In one embodiment of the present disclosure, the second control unit in the RWA may comprise: a first control unit with the second CAN communication unit, and a second control unit with an R-CAN communication unit connected to the R-CAN communication line.

[0013] In a further embodiment of the present disclosure, the steer-by-wire system may further comprise a first battery line which is connected to the first control unit, the first control device and the steering angle sensor.

[0014] In yet another embodiment of the present disclosure, the steer-by-wire system may further comprise a second battery line which is connected to the second control device.

[0015] In a further embodiment of the present disclosure, the SFA can comprise a first motor configured to output a reaction force to the steering wheel and a first sensor configured to measure a drive quantity (e.g., amount of movement) of the first motor. In particular, the first control unit can control the drive quantity of the first motor via the first battery line.

[0016] In a further embodiment of the present disclosure, when the fault of the SFA is detected, the second control unit can send data to and receive data from the steering angle sensor via the R-CAN communication line.

[0017] In a further embodiment of the present disclosure, the fault of the SFA can include at least one of a short circuit of the first battery line, a fault (e.g. failure, malfunction or the like) of the first control unit, a fault (e.g. failure, malfunction or the like) of the first CAN communication unit or a fault (e.g. defect, open circuit, short circuit or the like) of the CAN communication line.

[0018] In a further embodiment of the present disclosure, the steering angle sensor can have a built-in battery pack, and the steering angle sensor can measure the steering angle input of the steering wheel by means of the built-in battery pack in response to the error of the SFA.

[0019] In yet another embodiment of the present disclosure, the first control unit can be connected to the first control device via P-CAN communication.

[0020] In yet another embodiment of the present disclosure, the first control device and the second control device can be connected to each other by an input terminal and an output terminal of a general purpose input / output (GPIO).

[0021] In another embodiment, a steer-by-wire system comprises: a steering force actuator (SFA) which has a first control unit and a first CAN communication unit which is connected via a CAN communication line; a road wheel actuator (RWA) which has a second control unit and a second CAN communication unit which is connected via the CAN communication line; a steering angle sensor which is configured to detect a steering input from a steering wheel and which is connected to the first control unit via the CAN communication line; and a redundant CAN communication line (R-CAN communication line) which connects the steering angle sensor to the second CAN communication unit.In particular, the second control unit is designed to: receive steering input information from the steering angle sensor via the R-CAN communication line in response to a detection of a fault by the SFA, and to steer a wheel based on the received steering input information.

[0022] In one embodiment, the second control unit comprises: a first control unit which is associated with (e.g., assigned to) the second CAN communication unit, and a second control unit which is associated with (e.g., assigned to) an R-CAN communication unit which is connected to the R-CAN connection line.

[0023] Further aspects and embodiments of the present disclosure are discussed below.

[0024] It is understood that the term "vehicle" or "vehicle-..." or any similar term used herein includes motor vehicles in general, such as passenger cars, including so-called sport utility vehicles (SUVs), buses, trucks, numerous commercial vehicles, watercraft, including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles powered by alternative fuels (e.g., fuels produced from resources other than petroleum). A hybrid vehicle, as referred to herein, is a vehicle that has two or more energy sources, e.g., vehicles that run on both gasoline and electricity.

[0025] The above and further features of the present disclosure are discussed below. Brief description of the drawings

[0026] The above and further features of the present disclosure will now be described in detail with reference to certain embodiments thereof, which are illustrated in the accompanying drawings, which are shown below for illustrative purposes only and therefore do not limit the present disclosure, wherein: Fig. Figure 1 represents the construction of a steer-by-wire system in an embodiment of the present disclosure, Fig. 2 represents the connection relationships in a steer-by-wire system according to an embodiment of the present disclosure, Fig. 3 represents a communication relationship in the normal operation of a steer-by-wire system according to an embodiment of the present disclosure, and Fig. Figure 4 represents a communication relationship in a steer-by-wire system in the event of an SFA failure according to an embodiment of the present disclosure.

[0027] It should be understood that the attached drawings are not necessarily to scale and represent a somewhat simplified depiction of various properties in order to illustrate the basic principles of the invention. The specific design features of the present invention, including, for example, specific dimensions, orientations, positions, and shapes as disclosed herein, are (at least) partially determined by the respective intended application and usage environment.

[0028] Throughout the figures, the same reference numerals refer to identical or equivalent components of the present invention across several figures of the drawings. Detailed description

[0029] Embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. The embodiments of the present disclosure can be modified in numerous ways, and the scope of the present disclosure should not be interpreted as being limited to the embodiments described below. The embodiments are provided to clarify the present disclosure for those skilled in the art.

[0030] Furthermore, terms such as "... section", "... unit", "... module", etc., used in this description, each refer to a unit that processes at least one function or operation and may be implemented as hardware, software, or a combination thereof. When a component, control device, apparatus, element, arrangement, or the like is described herein as pursuing a purpose or performing an operation, function, or the like, the component, control device, apparatus, element, arrangement, or the like should be considered herein as "configured" to fulfill that purpose or to perform that operation or function. Each component, control device, apparatus, element, arrangement, and the like may separately include a processor and memory, e.g.,a non-volatile, computer-readable medium, embody it, or have it as part of the device.

[0031] The terminology used herein serves only to describe certain embodiments and is not to be understood as restrictive. A singular reference may include a plural reference unless it clearly indicates a different meaning from the context.

[0032] It is to be understood that, although the terms “first,” “second,” etc., may be used herein to describe numerous similar elements, these elements should not be interpreted as being limited by these terms. These terms are used only to distinguish one element from another. In the present disclosure, each of the expressions, such as “A or B,” “at least one of A and B,” “at least one of A or B,” “A, B, or C,” “at least one of A, B, and C,” “at least one of A, B, or C,” and “at least one of A, B, or C, or a combination thereof,” may encompass any or all possible combinations of the items listed jointly in the corresponding expression.

[0033] Furthermore, numerous embodiments thereof can be implemented by software, e.g., a program with instructions stored in a storage medium that can be read by a machine, e.g., a computer (a machine-readable storage medium). The machine is a device capable of retrieving a stored instruction from a storage medium and operating according to the retrieved instruction, and may include an electronic device (e.g., a server) according to the embodiments disclosed herein. The instruction may consist of code generated by a compiler or code that can be executed by an interpreter. The machine-readable storage medium may be provided in the form of a non-volatile storage medium. "Non-volatile" means that the storage medium does not contain a signal and is tangible (e.g.,The fact that data is physically present does not mean that data is stored semi-permanently or temporarily in the storage medium.

[0034] According to one embodiment described herein, a method according to numerous embodiments disclosed herein can also be provided, which is contained in a computer program product. The computer program product can be traded as a commodity between a seller and a buyer. The computer program product can be distributed in the form of a machine-readable storage medium (e.g., as a CD-ROM (CD-ROM = "Compact Disc Read Only Memory")) or online via an application marketplace (e.g., the Play Store™). In the case of online distribution, at least a portion of the computer program product can be stored or temporarily generated, at least temporarily, in a storage medium, such as the memory of a manufacturer's server, an application marketplace server, or a forwarding server.

[0035] A control unit refers to an electronic control unit (ECU) belonging to the ECU level and can be a device that integrally controls multiple electronic devices used in a vehicle. For example, the control unit can control all processors belonging to the processor level and control devices belonging to the control level. The control unit can receive acquisition data from the processors, generate a control command to control a control device based on circumstances, and transmit the control command to the control devices. For simplicity, in this description, the ECU level is described as higher than the processor level; however, there may be a case in which one of the processors belonging to the processor level acts as the ECU, or two processors are combined to act as the ECU.

[0036] The following sections describe embodiments in detail with reference to the accompanying drawings. In the following description, identical or corresponding components are identified by the same reference numerals, and redundant descriptions have been omitted.

[0037] Fig. Figure 1 is a view showing the construction of a steer-by-wire system according to an embodiment of the present disclosure, and Fig. Figure 2 is a diagram showing the connection relationships in a steer-by-wire system according to an embodiment of the present disclosure.

[0038] As in Fig. As shown in Figure 1, the steer-by-wire system (SBWS, also known as "steering-by-wire system" or "wire-bound steering system") 1, which is a steering device provided in a vehicle, has a steering force actuator (SFA) 10, which is designed to generate a reaction force by being connected to a steering wheel, and a road wheel actuator (RWA) 20, which is designed to control a direction of travel by steering a wheel.

[0039] The SFA 10 comprises a first motor (e.g., an electric motor) 11, which is configured to generate a reaction force, and a first sensor 12, which is configured to measure the angular velocity of the steering wheel, and the SFA 10 operates in response to the steering wheel's operation. Furthermore, the SFA 10 comprises a steering angle sensor 500, which is arranged on the steering wheel column and is configured to measure the steering angle input from the steering wheel.

[0040] In response to the steering angle input measured by the steering angle sensor 500, a first control unit 100 in the SFA 10 controls the drive amount (e.g., a movement amount, a drive force, or the like) of the first motor 11, and the first sensor 12 measures a reaction force which corresponds to (e.g., equals) the amount of steering angle input from the steering wheel, according to the output drive amount of the first motor 11.

[0041] Therefore, the SFA 10 is designed to provide the reaction force corresponding to the steering input by driving the first motor 11 and to measure the reaction force again using the first sensor 12.

[0042] Furthermore, the SFA 10 includes the first control unit 100, which comprises a first processor (microcontroller: MCU) and a first CAN communication unit 110. The first control unit 100 receives the steering angle input from the steering wheel via the steering angle sensor 500.

[0043] The first processor of the first control unit 100 communicates via the first CAN communication unit 110. The first CAN communication unit 110 is configured to communicate with a second CAN communication unit 211, which is located in the RWA 20, and with the steering angle sensor 500 via a CAN communication line (CAN = "Controller Area Network").

[0044] The RWA 20 comprises a drive shaft (not shown) connected to a wheel, a rack (not shown) mounted on the drive shaft, a steering gear (e.g., with a steering gear, not shown), and a motor (e.g., an electric motor, not shown) configured to control the steering gear. The RWA 20 controls the steering gear via the motor in response to a signal from the SFA 10 and adjusts the wheel angle accordingly to control the direction of travel.

[0045] The RWA 20 has a second control unit 200, which has a dual structure with a first control unit 210 and a second control unit 220. The first control unit 210 and the second control unit 220 can be connected to each other via a general-purpose input / output (GPIO - also known as a GPIO interface). Furthermore, the first control unit 100 is connected to the first control unit 210 via a P-CAN communication line (P-CAN = Private Controller Area Network) 800.

[0046] According to one embodiment of the present disclosure, the first control unit 210 has a second processor and a second CAN communication unit 211. The second control unit 220 has a third processor and a third CAN communication unit 221, which is connected to an R-CAN communication line 700.

[0047] The R-CAN communication line 700 is a redundant CAN communication line or redundancy CAN communication line (R-CAN communication line for short), which is used when a chassis CAN (C-CAN) fails.

[0048] The second and third processors of the second control unit 200 are connected to each other via an input and an output pin of the GPIO to send and receive signals. Therefore, the first control unit 210 and the second control unit 220 can transmit and receive signals from each other as a dual structure (or double structure) in the RWA 20.

[0049] The first control unit 100, the first control device 210 and the steering angle sensor 500 are designed to send and receive 600 signals to each other via a CAN communication line.

[0050] If the first CAN communication unit 110 has a fault (e.g., failure, malfunction, or the like) or if the SFA 10 itself is not functioning normally, the first processor transmits the fault information from the SFA 10 to the second control unit 200 via the P-CAN communication line. The fault of the SFA 10 can be at least one of the faults of the first control unit 100, the fault in the operation of the first motor 11, or the fault of the first CAN communication unit 110.

[0051] When the SFA 10 malfunction is detected, the data received by the steering angle sensor 500 are accordingly forwarded to the second control unit 220 in the RWA 20 by means of an R-CAN communication unit 221 connected to the R-CAN communication line 700, and the driving force of the motor controlled by the second processor of the second control unit 220 is applied to the wheel so that a steering angle requested by the user can be applied to the wheel.

[0052] Therefore, the RWA 20, which has the second control unit 220, inputs the steering angle to the wheel of the vehicle based on the steering angle input measured by the steering angle sensor 500 when a malfunction of the SFA 10 is detected.

[0053] Furthermore, the first control unit 100, the first control device 210 of the second control unit 200 and the steering angle sensor 500 are arranged so that they are supplied with energy (e.g. current and voltage) via a first battery line 300, and the second control device 220 of the second control unit 200 is arranged so that it is supplied with energy (e.g. current and voltage) via a second battery line 400.

[0054] In other words, since the fault of the SFA 10 may include the failure of the energy supplied by the first battery line 300, the second control unit 220 is designed to apply steering power to the wheel by being electrically connected to the second battery line 400.

[0055] If a failure of the first battery line 300 is detected, the steering angle sensor 500, which is always connected to the first battery line 300, can also be powered by a battery pack 510 integrated into the steering angle sensor 500. Therefore, in the event of a fault in a subcomponent of the SFA 10 or a failure of the power supply to the first battery line 300, the steering input of the wheel is carried out by the second control unit 220, which is electrically connected to the second battery line 400, based on the measurement of the steering angle sensor 500, which is powered by the integrated battery pack 510.

[0056] The first processor can read a code corresponding to the error information based on previously stored library data, convert the error information into data, generate a signal containing the data, and transmit the error information to the second processor.

[0057] The first processor can generate a signal by inserting a start code and an end code into the data and binarizing the code set in the library data.

[0058] Upon receiving the error signal from the first processor via P-CAN communication, the second processor detects the start code and the end code, converts the binary code between the start code and the end code into a decimal number, searches the library data for a matching code and reads the error information.

[0059] Thus, the first processor in the SFA 10 can detect the error of the SFA 10 and transmit the error information to the first control unit 210 of the second control unit 200, so that the second control unit 200 in the RWA 20 can detect the error of the SFA 10.

[0060] In a further embodiment, the first processor and the second processor can independently detect the failure of the SFA 10, and furthermore, the second control unit can transmit the fault of the RWA 20 to each other. In other words, the first processor and the second processor are interchangeably connected to each other via C-CAN, R-CAN, and P-CAN, with each performing the sending and receiving of fault messages to the other.

[0061] Fig. Figure 3 shows how the steer-by-wire system operates under normal operating conditions of the SFA 10 in an embodiment of the present disclosure.

[0062] The SFA 10 can include: the first control unit 100, which has a single control device, and the first battery line 300, which is configured to supply power to the first control unit 100. Furthermore, the SFA 10 can send and receive information to and from the steering angle sensor 500 and the first control device 210 of the second control unit 200 via the first CAN communication unit 110, which is a subcomponent of the first control unit 100.

[0063] In one embodiment of the present disclosure, when a user inputs a steering angle, the steering wheel input is applied, and the steering angle input is received by the steering angle sensor 500 arranged on a steering column. The received steering angle input is transmitted via the CAN communication line 600 to the first CAN communication unit 110 and to the second CAN communication unit 211 in the RWA 20.

[0064] When the steering angle input is applied, the SFA 10 supplies power to the first motor 11 to exert a reaction force on the steering wheel, and the RWA 20 transmits a drive force to the wheel so that the wheel accepts the steering angle input measured by the steering angle sensor 500.

[0065] Furthermore, the first control unit 100 in the SFA 10 and the first control device 210 in the RWA 20 can send and receive information from each other via P-CAN communication. The first control unit 100 and the first control device 210 are configured to receive power by being electrically connected to the first battery line 300.

[0066] If the SFA 10 and / or the first battery line 300 are / are working normally, the steering angle is accordingly entered into the wheel via the first control unit 100 and the first control device 210.

[0067] In one embodiment of the present disclosure, Fig. 4 represents a fail-safe operation, which is carried out in such a way that in the event of a fault of the SFA 10, the steering angle is entered into the wheel by the second control unit 220, which communicates with the steering angle sensor 500.

[0068] In one embodiment of the present disclosure, the fault of the SFA 10 can include faults of the first control unit 100, the first CAN communication unit 110, the CAN communication line 600, and the first motor 11, which together form the SFA 10. The fault of the SFA 10 encompasses any situation in which the SFA 10 is not supplied with power, such as a short circuit of the first battery line 300. In other words, the fault of the SFA 10 encompasses any situation in which normal operation of the SFA 10 is not possible.

[0069] The first control unit 210 of the second control unit 200 can receive information indicating whether the SFA 10 is malfunctioning from the first control unit 100 via a P-CAN communication line 800 located between the first control unit 100 and the first control unit 210. Furthermore, the fault of the SFA 10 is detected by the first control unit 100 or a higher-level control unit in the vehicle. Additionally, if an energy or power signal input to the SFA 10 is abnormal, a fault is detected by the first control unit 100. And if operation of the SFA 10 outside a normal range is detected, the higher-level control unit of the vehicle detects a fault via a sensor and simultaneously sends a fault signal to the first control unit 100.

[0070] In addition, the error signal of the SFA 10 can be transmitted to the second control unit 200.

[0071] If a fault is detected in the SFA 10, the steering input information received from the steering wheel by the steering angle sensor 500 is transmitted to the second control unit 200 via the R-CAN communication line 700. More precisely, the steering angle input measured by the steering angle sensor 500 is received by the second control unit 220.

[0072] The second control unit 220 then applies a driving force to the motor connected to the vehicle's wheel. The motor connected to the second control unit 220 in the RWA 20 receives power from the second battery line 400 and inputs the steering angle into the wheel.

[0073] Furthermore, the steering angle sensor 500, located on the steering column, can transmit the steering angle measured by the steering angle sensor 500 using the built-in battery pack 510 when a fault is detected in the SFA 10. Therefore, the steering angle sensor 500 can operate independently with a power supply separate from the first battery line 300, and the measured steering angle input is transmitted via the R-CAN communication line 700 to the second control unit 220 of the second control unit 200.

[0074] As can be seen from the above description, the present disclosure can have the following effects through the elements described above and their combination and usage relationships.

[0075] According to the present disclosure, in the event of a fault / failure of the SFA, the steering angle sensor and the control unit in the RWA can communicate with each other to perform emergency steering based on the input steering angle, thereby achieving a fail-safe effect.

[0076] Furthermore, the present disclosure provides an environment to ensure redundancy in the event of an SFA fault / failure without requiring a dual power unit (one control unit and one motor), thereby providing a highly reliable steer-by-wire system.

[0077] The detailed description serves only to illustrate the present disclosure. While the above description shows and describes certain embodiments of the present disclosure, it should also be understood that the present disclosure can be applied in numerous other combinations, modifications, and environments. In other words, changes or modifications can be made within the scope of the idea disclosed herein, the scope of equivalents to the described disclosure, and / or the scope of ordinary skills or knowledge in the field of technology. The embodiments describe the best way of implementing the technical idea of ​​the present disclosure, and numerous variations are possible, which may be necessary for specific applications and uses of the present disclosure.The detailed description of this disclosure is therefore not intended to limit the present disclosure to the disclosed embodiments. Furthermore, the appended claims should be interpreted as covering other embodiments.

Claims

[1] Steer-by-wire system (1), comprising: a first control unit (100) which has a first CAN communication unit (110) which is arranged in a steering force actuator, abbreviated SFA, (10) and is connected to a CAN communication line (600), a second control unit (200) which has a second CAN communication unit (211) which is arranged in a road wheel actuator, abbreviated RWA, (20) and is connected to the CAN communication line (600), a steering angle sensor (500) which is configured to measure input from a steering wheel and which is connected to the first control unit (100) via the CAN communication line (600), and a redundant CAN communication line, or R-CAN communication line for short, (700), to which the steering angle sensor (500) and the second control unit (200) are connected, wherein, if a fault of the SFA (10) is detected, the second control unit (200) is configured to communicate with the steering angle sensor (500) using the R-CAN communication line (700) and to perform a steering input to one wheel. [2] Steer-by-wire system (1) according to claim 1, wherein the second control unit (200) comprises: a first control unit (210) which includes the second CAN communication unit (211), and a second control unit (220) with an R-CAN communication unit (221) connected to the R-CAN communication line (700). [3] Steer-by-wire system (1) according to claim 2, further comprising a first battery line (300) which is connected to the first control unit (100), the first control device (210) and the steering angle sensor (500). [4] Steer-by-wire system (1) according to claim 3, further comprising a second battery line (400) which is connected to the second control unit (220). [5] Steer-by-Wire system (1) according to claim 4, wherein the fault of the SFA (10) is at least one of a short circuit of the first battery line (300), a fault of the first control unit (100), a fault of the first CAN communication unit (110) or a fault of the CAN communication line (600). [6] Steer-by-wire system (1) according to any one of claims 3 to 5, wherein the SFA (10) comprises: a first motor (11) which is configured to output a reaction force to the steering wheel, and a first sensor (12) which is configured to measure a drive quantity of the first motor (11), wherein the first control unit (100) is configured to control the drive amount of the first motor (11). [7] Steer-by-wire system (1) according to any one of claims 2 to 6, wherein the first control unit (100) is connected to the first control device (210) by a private CAN communication, or P-CAN communication. [8] Steer-by-wire system (1) according to any one of claims 2 to 7, wherein the first control device (210) and the second control device (220) are connected to each other by an input terminal and an output terminal of a general purpose input / output, or GPIO. [9] Steer-by-wire system (1) according to any one of claims 1 to 8, wherein the steering angle sensor (500) has a built-in battery pack (510), and wherein, when the fault of the SFA (10) is detected, the steering angle sensor (500) is configured to measure a steering angle input of the steering wheel by means of energy supplied by the built-in battery pack (510). [10] Steer-by-wire system (1), comprising: a steering force actuator, abbreviated SFA, (10) which has a first control unit (100) and a first CAN communication unit (110) which is connected to a CAN communication line (600), a road wheel actuator, or RWA for short, (20) which has a second control unit (200) and a second CAN communication unit (211) which is connected to the CAN communication line (600), a steering angle sensor (500) which is designed to detect a steering input from a steering wheel and which is connected to the first control unit (100) via the CAN communication line (600), a redundant CAN communication line, or R-CAN communication line for short, (700), which connects the steering angle sensor (500) with the second CAN communication unit (211), and where the second control unit (200) is set up for this purpose: To receive steering input information from the steering angle sensor (500) through the R-CAN communication line (700) in response to a detection of a fault by the SFA (10), and to steer a wheel based on the received steering input information. [11] Steer-by-wire system (1) according to claim 10, wherein the second control unit (200) comprises: a first control unit (210) which is associated with the second CAN communication unit (211), and a second control unit (220) which is associated with an R-CAN communication unit (221) connected to the R-CAN communication line (700). [12] Steer-by-Wire system (1) according to claim 11, further comprising a first battery line (300) which is connected to the first control unit (100), the first control device (210) and the steering angle sensor (500). [13] Steer-by-wire system (1) according to claim 12, further comprising a second battery line (400) which is connected to the second control unit (220). [14] Steer-by-wire system (1) according to claim 13, wherein the SFA (10) comprises: a first motor (11) which is configured to output a reaction force to the steering wheel, and a first sensor (12) which is configured to measure a drive quantity of the first motor (11), wherein the first control unit (100) is configured to control the drive amount of the first motor (11). [15] Steer-by-wire system (1) according to one of claims 11 to 14, wherein the first control unit (100) is connected to the first control device (210) by a private CAN communication, or P-CAN communication. [16] Steer-by-wire system (1) according to any one of claims 11 to 15, wherein the first control device (210) and the second control device (220) are connected to each other by an input terminal and an output terminal of a general purpose input / output, or GPIO. [17] Steer-by-wire system (1) according to any one of claims 10 to 16, wherein the steering angle sensor (500) has a built-in battery pack (510), and wherein, when the fault of the SFA (10) is detected, the steering angle sensor (500) is configured to measure a steering angle input of the steering wheel by means of energy supplied by the built-in battery pack (510).

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