Steering control device and method thereof

Abstract

The present disclosure relates to a steering control device and a control method, comprising: a communication unit that receives a steering angle sensing signal from a steering angle sensor installed at the bottom of a rack-pinion gear; a sensing unit that detects whether moisture has entered the interior of a steering device based on the steering angle sensing signal and generates moisture detection information when it is determined that moisture has entered; and a control unit that performs risk prevention control to prevent a risk caused by moisture entry based on the moisture detection information.

Description

Technology Field

[0001] The present disclosure relates to a steering control device and a control method, and more specifically, to a steering control device and a control method that detect the inflow of moisture into a steering device and perform control to prevent danger caused therefrom. Background Technology

[0002] An electronic steering system refers to a device that performs steering by electrically controlling components such as a steering motor using an ECU. If moisture enters a component of such an electronic steering system, it becomes difficult to transmit normal current to that component, causing a failure. Subsequently, if moisture enters the ECU, the failure may spread to the entire steering system.

[0003] In particular, in the case of a Steer By Wire (SBW) steering system, since the steering control unit and the drive unit are physically separated, steering failure can occur with only the ingress of moisture into either the control unit or the drive unit, and thus the risk caused by moisture ingress can be even greater.

[0004] Considering the above points, there is a need to develop a technology that can immediately detect whether moisture is entering from components other than the ECU in the steering system and prevent the risks that may arise as a result. The background technology of the present invention is disclosed in Korean Published Patent Application No. 10-2008-0044498 (published May 21, 2008, Steering control system of a steer-by-wire system). The problem to be solved

[0005] The present disclosure aims to provide a steering control device and a control method capable of rapidly detecting the inflow of moisture into a steering device.

[0006] In addition, the present disclosure aims to provide a steering control device and a control method capable of detecting moisture inflow into a steering angle sensor.

[0007] In addition, the present disclosure aims to provide a steering control device and a control method capable of preventing power pack failure caused by moisture ingress into the steering device. means of solving the problem

[0008] In one aspect, the present embodiments may provide a steering control device comprising: a communication unit that receives a steering angle sensing signal from a steering angle sensor installed at the bottom of a rack-pinion gear; a sensing unit that detects whether moisture has entered the steering device based on the steering angle sensing signal and generates moisture detection information when it is determined that moisture has entered; and a control unit that performs risk prevention control to prevent a risk caused by moisture entry based on the moisture detection information.

[0009] In another aspect, the embodiments include a signal receiving step of receiving a steering angle sensing signal from a steering angle sensor installed at the bottom of a rack-pinion gear, and a moisture detection step of detecting whether moisture has entered the steering device based on the steering angle sensing signal and generating moisture detection information if it is determined that moisture has entered;

[0010] A steering control method can be provided that includes a risk prevention control step for performing risk prevention control to prevent a risk caused by moisture inflow based on the above moisture detection information. Effects of the invention

[0011] According to the present disclosure, a steering control device and a control method for rapidly detecting moisture inflow into a steering device can be provided.

[0012] In addition, according to the present disclosure, a steering control device and a control method for detecting moisture inflow into a steering angle sensor can be provided.

[0013] In addition, according to the present disclosure, a steering control device and a control method can be provided to prevent power pack failure caused by moisture ingress into the steering device. Brief explanation of the drawing

[0014] FIG. 1 is a block diagram relating to a steering control device according to the present disclosure. FIG. 2 is a configuration diagram showing an example of the configuration of a steering device according to one embodiment. FIG. 3 is a configuration diagram showing an example of the configuration of a steering device according to another embodiment. FIG. 4 is a drawing for exemplarily illustrating a steering drive device according to one embodiment. FIGS. 5 and 6 are drawings for exemplarily illustrating the configuration of a cover assembly and a steering angle sensor according to one embodiment. FIG. 7 is a flowchart relating to a steering control method according to one embodiment. FIG. 8 is a flowchart illustrating, in an exemplary manner, a moisture detection step according to one embodiment. FIG. 9 is a flowchart illustrating, in an exemplary manner, a risk prevention control step according to one embodiment. FIG. 10 is a block diagram of a computer system of a steering control device according to one embodiment. Specific details for implementing the invention

[0015] Hereinafter, some embodiments of the present disclosure will be described in detail with reference to the exemplary drawings. In assigning reference numerals to the components of each drawing, the same components may have the same reference numeral as much as possible, even if they are shown in different drawings. Furthermore, in describing the embodiments, if it is determined that a detailed description of related known components or functions may obscure the essence of the technical concept, such detailed description may be omitted. Where terms such as "comprising," "having," or "consisting of" are used in this specification, other parts may be added unless "only" is used. Where a component is expressed in the singular, it may include a plural unless otherwise specified.

[0016] Additionally, terms such as first, second, A, B, (a), (b), etc., may be used to describe the components of the present disclosure. These terms are used merely to distinguish the components from other components, and the nature, order, sequence, or number of the components are not limited by such terms.

[0017] In describing the positional relationship of components, where it is stated that two or more components are "connected," "combined," or "joined," it should be understood that while the two or more components may be directly "connected," "combined," or "joined," they may also be "connected," "combined," or "joined" with other components "intervened." Here, the other components may be included in one or more of the two or more components that are "connected," "combined," or "joined" with one another.

[0018] In describing the temporal flow relationship regarding components, methods of operation, or methods of production, for example, when the temporal or sequential relationship is described using "after," "following," "next," or "before," it may include cases where the relationship is not continuous unless "immediately" or "directly" is used.

[0019] Meanwhile, where numerical values ​​or corresponding information regarding a component (e.g., levels, etc.) are mentioned, even without separate explicit notation, the numerical values ​​or corresponding information may be interpreted as including a range of error that may occur due to various factors (e.g., process factors, internal or external shocks, noise, etc.).

[0021] FIG. 1 is a block diagram relating to a steering control device according to the present disclosure.

[0022] Referring to FIG. 1, a steering control device (100) according to the present disclosure may include a communication unit (110), a sensing unit (120), and a control unit (130). The communication unit (110), the sensing unit (120), and the control unit (130) may be connected to each other.

[0023] For example, a steering control device (100) may include a communication unit (110) that receives a steering angle sensing signal from a steering angle sensor installed at the bottom of the ground direction inside the rack device, a sensing unit (120) that detects whether moisture has entered the steering device based on the steering angle sensing signal and generates moisture detection information when it is determined that moisture has entered, and a control unit (130) that performs risk prevention control to prevent a risk caused by moisture entry based on the moisture detection information.

[0024] The communication unit (110) can be connected to each component within the steering device or other devices of the vehicle, and can transmit and receive information with each component within the steering device or other devices of the vehicle. The communication unit (110) can transmit and receive signals and information at any time or at a fixed period.

[0025] For example, the communication unit (110) can receive signals and information including a steering angle sensing signal, a moisture monitoring signal, surrounding image information and weather information, and can transmit moisture detection information generated by the detection unit (120) to another control unit in the vehicle.

[0026] For example, the communication unit (110) may receive a steering angle sensing signal from a steering angle sensor. In this case, the steering angle sensing signal may include a Success signal generated when the sensing at the steering angle sensor is performed normally and a Fail signal generated when the sensing is performed abnormally.

[0027] For example, the communication unit (110) may further receive surrounding image information captured from a camera sensor of the surroundings of the vehicle. In this case, the surrounding image information may include a front road image or a rear road image captured of the road in front of or behind the vehicle, and may additionally include, depending on the case, images of the vehicle's side and other surrounding environments.

[0028] For example, the communication unit (110) may receive additional weather information regarding the surroundings of the vehicle from a V2X communication device. In this case, the V2X communication device may include a V2V device installed in the vehicle, a V2V device installed in another vehicle, and a V2I device installed on the ground or a building, etc. Additionally, depending on the case, the communication unit (110) may receive additional weather information regarding the surroundings of the vehicle from a navigation device.

[0029] For example, the communication unit (110) can further receive a moisture monitoring signal from a moisture inflow determination circuit installed in the steering angle sensor.

[0030] The moisture ingress detection circuit may be implemented within the PCB of the steering angle sensor, or a moisture ingress detection circuit implemented on a separate, independent PCB may be attached to the steering angle sensor.

[0031] For example, the moisture ingress detection circuit may include a configuration that detects moisture present around the steering angle sensor through a leak sensor. Here, the leak sensor may include any known configuration of leak sensors, such as a film-type leak sensor, a band-type leak sensor, and a cable-type leak sensor.

[0032] For example, a moisture inflow determination circuit may include a configuration that determines whether moisture has entered based on whether the magnitude of a voltage measured at a preset point exceeds a preset threshold range, and generates a moisture monitoring signal according to the determination result.

[0033] Here, the threshold range may be a value that is preset as a limit range of voltage magnitude that can be determined as moisture inflow based on the respective voltage ranges when moisture is not inflowed and when it is inflowed at a preset point within the moisture inflow determination circuit.

[0034] In addition, the steering control device (100) can use such surrounding image information, weather information, and moisture monitoring signals to detect whether moisture is entering the vehicle, and details regarding the detection of moisture inflow using such surrounding image information, weather information, and moisture monitoring signals will be described in more detail below in the description of the detection unit (120).

[0035] The detection unit (120) may be connected to at least one of the communication unit (110) and the control unit (130). In this case, it may perform a preset judgment process based on a signal or information received from the communication unit (110), or extract or generate a new signal or information, and depending on the case, it may perform judgment, extraction, and generation by using other signals, other information, or preset values ​​together. It may also provide the extracted or generated information to the control unit (130).

[0036] For example, the detection unit (120) can determine that moisture has entered the interior of the steering device if the steering angle sensing signal received from the steering angle sensor is a Fail signal. In this case, the steering angle sensor may be installed at the bottom facing the ground inside the vehicle's rack unit, and moisture inflow into the steering device can be detected more quickly by determining moisture inflow through the steering angle sensor installed at the bottom in this manner. The installation location of such a steering angle sensor will be explained in more detail below in FIGS. 5 and 6.

[0037] And depending on the case, the detection unit (120) may also generate information regarding the reception time for each signal or information received from the communication unit (110). Additionally, the detection unit (120) may also generate information regarding the number of consecutive receptions of a Fail signal when a Fail signal is received.

[0038] For example, the detection unit (120) may determine that moisture has entered the interior of the steering device if a Fail signal is received for longer than a preset threshold time. In this case, the detection unit (120) may generate reception time information for each Fail signal and determine whether the Fail signal is being received for longer than the threshold time based on each Fail signal and reception time information.

[0039] In other words, considering that it is unlikely for moisture to be immediately discharged or evaporated when it enters the interior of the steering system, if a Fail signal is received only for a short period of time less than the critical time, it can be determined that no moisture has entered.

[0040] On the other hand, the detection unit (120) can determine that if the time at which a Fail signal is received is longer than a critical time, it is due to moisture ingress, unlike a simple steering angle sensor failure.

[0041] For example, the detection unit (120) may determine that moisture has entered the interior of the steering device when a Fail signal is received continuously for more than a preset threshold number of times. In this case, the detection unit (120) may generate information on the number of consecutive Fail signal receptions when a Fail signal is received, and determine whether the number of consecutive Fail signal receptions is greater than or equal to the threshold number based on each Fail signal and the information on the number of consecutive receptions.

[0042] That is, considering that it is difficult for the incoming moisture to be immediately discharged or evaporated when moisture enters the interior of the steering device, if the number of consecutive Fail signals received is less than a threshold number, it can be determined that no moisture has entered.

[0043] On the other hand, the detection unit (120) can determine that, unlike a simple steering angle sensor failure, if the number of times a failure signal is received continuously exceeds a threshold number, it is due to moisture ingress.

[0044] Additionally, the detection unit (120) may determine that moisture is being introduced if at least one of the following conditions is satisfied: a condition regarding whether a Fail signal is received, a condition where a Fail signal is received for more than a threshold time, and a condition where a Fail signal is received continuously for more than a threshold number of times. In some cases, it may determine that moisture is being introduced if all of the above conditions are satisfied.

[0045] Furthermore, the moisture detection conditions for this steering device may include only detection conditions related to the aforementioned Fail signal, or they may include conditions that further combine the surrounding image information and monitoring signals described below. By determining whether moisture has entered through a combination of these various conditions, the performance and accuracy of moisture detection in the steering device can be improved.

[0046] For example, the detection unit (120) determines whether the weather around the vehicle is rainy based on surrounding image information, and if the condition of determining it to be rainy based on surrounding image information and the condition of the steering angle sensing signal being Fail are simultaneously satisfied, it can be determined that moisture has entered the interior of the steering device.

[0047] For example, the detection unit (120) can detect the presence of raindrops in the forward field of view, changes in the shape and color of the road, and the presence of puddles through the front image or rear image of the vehicle included in the surrounding image information, and thereby determine whether the environment around the vehicle is a case where moisture can enter the vehicle.

[0048] And the detection unit (120) can determine that water has entered the steering device if, through this surrounding image information, it is determined that the surrounding environment of the vehicle is in a rainy condition or an environment with a high possibility of water ingress equivalent thereto, and if it satisfies the water detection condition regarding the Fail signal received from the steering angle sensor.

[0049] For example, the detection unit (120) can determine that moisture has entered the interior of the steering device when the moisture monitoring signal received from the moisture inflow detection circuit exceeds a preset threshold range.

[0050] For example, if both the moisture detection condition regarding the Fail signal received from the steering angle sensor and the condition where the moisture monitoring signal exceeds a threshold range are satisfied, it can be determined that moisture has entered the steering device.

[0051] Alternatively, depending on the case, it may be determined that moisture has entered even if only the condition where the moisture monitoring signal exceeds a critical range or the condition where the moisture monitoring signal is received as a Fail signal is satisfied, respectively.

[0052] The control unit (130) may control each component within the steering device to perform a certain operation and may include controlling to transmit certain information to other components outside the steering device.

[0053] For example, the control unit (130) can perform risk prevention control to prevent a risk caused by moisture inflow into the steering device. And this risk prevention control can be set to be performed when moisture detection information generated by the detection unit (120) is transmitted when it is determined that moisture has flowed into the steering device.

[0054] For example, the risk prevention control may include at least one safety steering control, detection information transmission control, and warning notification control.

[0055] For example, the control unit (130) can perform safety steering control to maintain a state where the steering torque generated by the steering motor is less than or equal to a preset danger prevention torque.

[0056] In this case, safety steering control may include controlling the steering device within a safe operating range to prevent steering angle sensing errors, steering command errors, malfunction of the steering drive unit, and the resulting risk of safety accidents that may occur due to moisture ingress.

[0057] For example, safety steering control may include controlling the steering so that, unlike the normal driving state of the vehicle, even if the driver applies a high amount of torque to the steering wheel, a steering torque exceeding the danger prevention torque is not generated.

[0058] In this case, the steering motor may include both a steering assist motor or a steering reaction force motor to assist the driver's steering wheel operation, and a steering drive motor for steering the vehicle. Additionally, in this case, the steering torque may include both the steering assist torque or steering reaction force torque generated by the steering assist motor or steering reaction force motor, and the steering drive torque generated by the steering drive motor.

[0059] For example, safety steering control may be performed together under a separate operation mode configured to allow the vehicle to drive in a safe state with the entire vehicle as well as the steering device.

[0060] For example, safety steering control may be performed when the vehicle is in Limp Home mode or Limp Aside mode. In this case, Limp Home mode or Limp Aside mode may include controlling in-vehicle devices, including a steering device, a transmission device, and a braking device, so that when a failure occurs in some components of the vehicle, the control values ​​of each vehicle component are reset to preset values, thereby preventing the spread of the failure and allowing the vehicle to return home, enter a repair shop, or stop on the shoulder.

[0061] For example, the control unit (130) can perform a detection information transmission control to control the transmission of moisture detection information to other control devices within the vehicle. By doing so, when moisture enters the steering device, it is possible not only to safely control each component of the steering device and operations related to the steering of the vehicle, but also to enable other devices within the vehicle to perform operations to prevent danger caused by moisture inflow.

[0062] For example, when moisture detection information is transmitted to control devices such as a transmission device and a braking device within a vehicle through the transmission of detection information, the transmission of such moisture detection information enables control to be performed such as driving at a speed below a preset speed or preventing rapid acceleration or braking within a preset range, thereby comprehensively preventing risks that may occur in the vehicle due to moisture ingress.

[0063] For example, the control unit (130) can perform warning notification control including at least one of a DTC (Diagnostic Trouble Code) message, a navigation message, a warning sound, and a warning light display.

[0064] For example, the warning notification control through DTC messages may include controlling the display of a DTC message corresponding to a water ingress failure into the steering system through the vehicle's on-board diagnostic (OBD) system.

[0065] And in some cases, a configuration may be further included in which detection information transmission control is performed to transmit moisture detection information to the OBD system in order to perform warning notification control through DTC messages.

[0066] For example, the control of warning notifications through navigation messages may include controlling the display of a navigation message corresponding to a failure of water ingress into the steering system through a navigation device installed in the vehicle.

[0067] For example, warning notification control through warning sounds and warning light displays may include controlling the display of a warning message through a voice output device, a beep sound output device, or a warning light display device installed in the vehicle.

[0069] FIG. 2 is a configuration diagram showing an example of the configuration of a steering device according to one embodiment.

[0070] Referring to FIG. 2, a first steering device (200) according to one embodiment may include a configuration that performs steering using an Electric Power Steering (EPS) method.

[0071] For example, the first steering device (200) may include at least one of a steering control device (100), a steering wheel (210), a steering angle sensor (220), a steering torque sensor (230), a steering motor (240), a steering motor position sensor (242), a steering column (250), a steering shaft (252), a rack device (260), a driving motor (270), a driving torque sensor (272), and a driving motor position sensor (274).

[0072] And here, the steering control device (100) may include one or more ECUs, and in some cases, may include two or more ECUs.

[0073] For example, the first steering device (200) may include a configuration that generates steering angle information by sensing the movement of the steering wheel (210) using a steering angle sensor (220), a configuration that generates steering torque information by sensing the torsional displacement of the steering column (250) caused by the movement of the steering wheel (210) using a steering torque sensor (230), and a steering shaft (252) that physically connects the upper part including the steering wheel (210), steering column (250), etc., and the lower part including the rack device (260) in the first steering device (200).

[0074] For example, the first steering device (200) may include a configuration for generating a steering assist torque based on at least one of steering angle information and steering torque information using a steering motor (240), and a configuration for generating steering motor position information by sensing the position of the steering motor (240) using a motor position sensor.

[0075] For example, the first steering device (200) may include a configuration that transmits steering force generated based on the movement of the steering wheel (210) to the rack device (260) through the steering column (250) and steering shaft (252), a configuration that moves the rack device (260) in a straight direction using the steering force transmitted to the rack device (260) and the driving force generated from the driving motor (270), and a configuration that steers the wheels based on the movement of the rack device (260).

[0076] Depending on the case, it may include a driving torque sensor (272) that senses the torque generated in the steering drive device and a driving motor position sensor (272) that senses the position of the driving motor (270). The steering control device (100) may generate driving torque information using the sensing signal of the driving torque sensor (272) and driving motor position information using the sensing signal of the driving motor position sensor (274).

[0077] FIG. 3 is a configuration diagram showing an example of the configuration of a steering device according to another embodiment.

[0078] Referring to FIG. 3, a second steering device (300) according to another embodiment may include a configuration that performs steering in a Steer by Wire (SBW) manner. In this case, the second steering device (200) may each include a steering reaction device (302) and a steering drive device (304). Furthermore, the steering reaction device (302) may be referred to by other names such as a Steering Feedback Actuator (SFA), and the steering drive device (304) may be referred to as a Road Wheel Actuator (RWA).

[0079] For example, the steering control device (100) according to the present disclosure may be applied to steering control for driving the second steering device (300).

[0080] In the steering reaction force device (302), steering feedback control can be performed, including detecting the driver's will or the movement of the steering wheel (310) to calculate information regarding the target rack position in the steering drive device (304), and detecting the driver's torque or the steering torque in the steering wheel (310) to generate a steering reaction force torque in the steering motor (340) to deliver an appropriate steering sensation to the driver.

[0081] In addition, the steering drive device (304) can receive information regarding the target rack position from the steering reaction force device (302) and track based thereon. In this case, the steering control device (100) according to the present disclosure can perform steering feedback control including controlling the rack device (360) to move in pursuit of the target rack position.

[0082] As described above, when steering control is performed in the second steering device (300) using the steering control method according to the present disclosure, the driver can perform steering of the vehicle with the feeling that it is actually connected through such steering feedback control, even though the steering reaction device (302) and the steering drive device (304) are not physically connected.

[0083] Meanwhile, the steering control device (100) may include one or more ECUs as in FIG. 2, and in some cases, may include two or more ECUs.

[0084] For example, the second steering device (300) may include at least one of a steering control device (100), a steering wheel (310), a steering angle sensor (320), a steering torque sensor (330), a steering motor (340), a steering motor position sensor (342), a steering column (350), a rack device (360), a driving motor (370), a driving torque sensor (272), and a driving motor position sensor (274).

[0085] The steering reaction force device (302) can generate a steering reaction force by feedback to the force applied to the steering wheel (310). In this case, the steering reaction force device (302) may include at least one of the steering wheel (310), the steering angle sensor (320), the steering torque sensor (330), the steering motor (340), and the steering column (350).

[0086] In addition, the steering counterforce here refers to a force generated to provide an appropriate steering sensation to the driver in response to the movement of the steering wheel (310). Generally, the term "counterforce" is used for steering counterforce, but it is not necessary to generate only a force in the opposite direction to the force applied to the steering wheel (310). In some cases, a force in the same direction as the force applied to the steering wheel (310) can be generated, and this can be used to provide an appropriate steering sensation to the driver.

[0087] The steering drive unit (304) can generate a driving force for the wheels. In this case, the steering drive unit (304) may include at least one of a rack unit (360) and a drive motor (370).

[0088] This second steering device (300) has a difference from the first steering device (200) in that the steering reaction device (302) and the steering driving device (304) are not physically connected, so the operation process, function, and effect of each component may differ according to this difference.

[0089] For example, there is a difference in that the steering motor (240) in the first steering device (200) is configured to generate a steering assist torque to assist in making steering operations easier in response to the driver's steering wheel movement, while the steering motor (340) in the second steering device (300) is configured to generate a reaction torque to provide the driver with an appropriate steering feel.

[0090] For example, the rack device (260) of the first steering device (200) is configured to move using both the steering force transmitted from the steering wheel (210) and the driving force generated from the driving motor (270), but the rack device (360) of the second steering device (300) is configured to steer using the driving force generated from the driving motor (340) and cannot receive steering force from the steering wheel (310), and there is a difference in that.

[0091] For example, the first steering device (200) has a steering wheel (210), a steering column (250), a steering shaft (252), and a rack device (260) physically connected so that the movement of the steering wheel can be physically transmitted to the rack device (260), and the movement of the rack device can be physically transmitted to the steering wheel (210).

[0092] In this case, the steering motor (240) can generate a steering assist torque to assist in making steering easier, in addition to the torque generated by the steering wheel movement.

[0093] Additionally, the drive motor (270) can generate a rack assist torque to assist the rack thrust generated by the steering torque according to the steering wheel movement being transmitted to the rack device (260).

[0094] Meanwhile, the second steering device (300) does not include a configuration such as the steering shaft (252) in the first steering device (200), and since the steering wheel (310) and the steering column (350) are not physically connected to the rack device (360), the movement of the steering wheel cannot be physically transmitted to the rack device (360), and the movement of the rack cannot be physically transmitted to the steering wheel (310).

[0095] In this case, the steering motor (340) can generate a reaction torque to provide the driver with an appropriate steering sensation corresponding to the movement of the steering wheel.

[0096] Additionally, the drive motor (370) can generate rack drive torque to cause rack movement to occur with a magnitude corresponding to the steering wheel movement. Here, the steering control device (100) can control the rack drive torque to be generated with a magnitude calculated through the transmission and reception of electronic signals and signal processing.

[0097] However, regarding the parts of the first steering device (200) and the second steering device (300) where structural differences as described above occur, the corresponding configurations of both devices can each perform the same function and effect in steering the vehicle.

[0098] Considering the above points, the steering control device (100) according to the present disclosure can be applied to both the first steering device (200) and the second steering device (300). However, below, the description will be based on an embodiment in which the steering control device (100) according to the present disclosure is applied to the second steering device (300).

[0099] FIG. 4 is a drawing for exemplarily illustrating a steering drive device according to one embodiment.

[0100] Referring to FIG. 4, the steering drive unit (400) may include an ECU (410), a motor (420), a cover assembly (430), a rack unit (440), a bellows (450), and a tie rod (460).

[0101] For example, the steering drive unit (400) can control each component within the unit through the ECU (410), thereby controlling the steering drive of the vehicle.

[0102] For example, the ECU (410) can control the motor (420) to generate a constant motor driving torque, and can control the steering operation of the vehicle by transmitting this motor driving torque to the wheels through the rack device (440) and tie rod (460).

[0103] Furthermore, if moisture enters the interior of such a steering drive unit, it may cause malfunctions in the steering unit and errors in steering operation, and such malfunctions and errors may lead to risks such as vehicle safety accidents.

[0104] For example, damage such as wear due to long-term use or sudden movement may occur in bellows (450) inside the steering drive unit (400).

[0105] And in such a situation, if the vehicle is driven in rainy conditions or similar conditions, moisture may enter the worn or damaged parts such as the bellows (450), and the entered moisture may move to the inside of the cover assembly (430), the rack device (440), the ECU (410), and the motor (420), thereby expanding the area where moisture has entered.

[0106] And, regarding vehicle safety risks that may arise from such moisture ingress, in the case of an electrically steered steering device as described in FIGS. 2 and 3, a problem may occur in which it becomes relatively more vulnerable to such risks.

[0107] For example, if moisture enters the rack unit (440), bellows (450), and tie rod (460), the failure may be limited to the component in which moisture entered, whereas if moisture enters the ECU (410) and motor (420), problems may arise in the generation of steering control commands and driving torque itself, causing the entire steering system to fall into a fault state.

[0108] In particular, considering that the ECU (410) and motor (420) in the steering device are often combined and mounted in the form of a power pack, the need to prevent failure of the steering system according to the above description needs to be further emphasized.

[0109] In the event that moisture enters through the bellows (450), it is necessary to quickly detect whether moisture enters the cover assembly (430) and prevent further spread of moisture to the ECU (410) and motor (420). Therefore, FIGS. 5 and 6 below describe the moisture ingress structure in relation to the configuration of the cover assembly (430) and the position of the steering angle sensor.

[0110] FIGS. 5 and 6 are drawings for exemplarily illustrating the configuration of a cover assembly and a steering angle sensor according to one embodiment.

[0111] FIG. 5 is a graph illustrating, in an exemplary manner, a steering drive device according to one embodiment, focusing on the installation location of a steering angle sensor.

[0112] Referring to FIG. 5, the cover assembly (430) may include an idler shaft (510), a rack bar (520), and a pinion shaft (530), etc. And within the cover assembly (430), a rack-pinion gear upper section (540) and a rack-pinion gear lower section (550) may exist.

[0113] For example, the cover assembly (430) may include an idler shaft (510) and a pinion shaft (530) for switching between rotational and linear motion within it. In this case, the idler shaft (510) and the pinion shaft (530) may each be individual components connected to each other, or they may be a single integrated component where the upper part is the idler shaft (510) and the lower rack-pinion coupling part is the pinion shaft (530). And in the rack bar (520), switching between rotational and linear motion can be achieved through the pinion shaft (530) and the rack-pinion coupling.

[0114] Meanwhile, the cover assembly (430) may be equipped with steering drive-related sensors, including a steering angle sensor, on at least one of the upper rack-pinion gear (540) and the lower rack-pinion gear (550).

[0115] Here, the upper and lower distinction criteria for the rack-pinion gear upper (540) and rack-pinion gear lower (550) can be set such that, based on the position and direction in which the steering drive device (400) is mounted on the vehicle, the side further from the ground direction is the rack-pinion gear lower (540), and the side closer to the ground direction is the rack-pinion gear lower (550).

[0116] For example, if a steering angle sensor, etc. is mounted on the upper (540) and lower (550) of the rack-pinion gear, the moisture inflow path may vary depending on the mounting position. And this moisture inflow path can be determined based on the fact that moisture generally enters and fills from the bottom direction.

[0117] For example, when moisture is introduced from the bellows (450), the moisture inflow path may be formed in the order of the rack-pinion gear bottom (550), pinion shaft (530) and rack bar (520), idler shaft (510), rack-pinion gear top (540) and steering angle sensor.

[0118] As another example, when a steering angle sensor is mounted on the lower rack-pinion gear (550) and moisture is introduced from the bellows (450), the moisture inflow path may be formed in the order of the lower rack-pinion gear (550), the steering angle sensor, the pinion shaft (530), the rack bar (520), the idler shaft (510), and the upper rack-pinion gear (540).

[0119] FIG. 6 is a graph illustrating an embodiment in which a steering angle sensor is installed at the bottom of a steering drive device according to one embodiment.

[0120] Referring to FIG. 6, the cover assembly (430) may include an idler shaft (610), a rack bar (620), a pinion shaft (630), a rack-pinion gear upper section (640), a rack-pinion gear lower section (650), and a steering angle sensor (660). In this case, the steering angle sensor (660) may be configured to be mounted on the rack-pinion gear lower section (650).

[0121] As illustrated in FIG. 6, when the steering angle sensor (660) is mounted on the lower rack-pinion gear (650), the presence of water can be detected relatively faster than in a configuration where the steering angle sensor (660) is mounted on the upper rack-pinion gear (640) in terms of the order of water ingress path.

[0122] To summarize, the present disclosure includes a steering system comprising a Pure Play Steer by wire system in which an Angle Sensor is mounted at the lowest position relative to the vehicle mounting standard, and moisture is detected through whether the Angle Sensor signal fails when moisture enters.

[0123] And through this, failure of other EE systems (Electrical & Electronics Systems) of the RWA (Road Wheel Actuator) System can be prevented, and an improved RWA design in terms of safety can be implemented.

[0124] In other words, by adding a moisture detection function utilizing the sensing signal of an Angle Sensor mounted at the lowest position relative to the vehicle's mounting location, it is possible to ensure robustness against common cause failures, including those caused by moisture ingress.

[0126] Below, a steering control method using a steering control device (100) capable of performing all the aforementioned contents in the present disclosure is described. Content that overlaps with the above description may be omitted depending on the case, but all of the following methods may also be applied.

[0127] FIG. 7 is a flowchart relating to a steering control method according to one embodiment.

[0128] Referring to FIG. 7, a steering control method according to one embodiment may include a signal reception step (S710), a moisture detection step (S720), and a danger prevention control step (S730).

[0129] For example, a steering control method comprises a signal receiving step (S710) for receiving a steering angle sensing signal from a steering angle sensor installed at the lower part facing the ground inside a rack device of a vehicle, and

[0130] It may include a moisture detection step (S720) that detects whether moisture has entered the steering device based on a steering angle sensing signal and generates moisture detection information when it is determined that moisture has entered, and a risk prevention control step (S730) that performs risk prevention control to prevent a risk caused by moisture inflow based on the moisture detection information.

[0131] The signal reception step (S710) may include receiving each signal and information, including a steering angle sensing signal, a moisture monitoring signal, surrounding image information, and weather information.

[0132] For example, the signal reception step (S710) may include receiving a steering angle sensing signal from a steering angle sensor installed at the bottom of the rack device in the direction of the ground. In this case, the steering angle sensing signal may include a Success signal generated when sensing at the steering angle sensor is performed normally and a Fail signal generated when sensing is performed abnormally.

[0133] For example, the signal reception step (S710) may include receiving additional surrounding image information captured from a camera sensor around the vehicle. In this case, the surrounding image information may include a front road image, a rear road image, a vehicle side image, and other images regarding the vehicle's surrounding environment.

[0134] For example, the signal reception step (S710) may include receiving additional weather information regarding the surroundings of the vehicle from a V2X communication device. In this case, the V2X communication device may include a V2V device and a V2I device, etc.

[0135] For example, the signal reception step (S710) may include receiving a moisture monitoring signal from a moisture inflow determination circuit installed in the steering angle sensor. Here, the moisture inflow determination circuit may include determining whether moisture has entered based on whether the magnitude of the voltage measured at a preset point exceeds a preset threshold range, and generating a moisture monitoring signal according to the determination result.

[0136] The moisture detection step (S720) may include determining whether moisture has entered according to moisture detection conditions including a condition regarding whether the steering angle sensing signal is a Fail signal, a condition regarding the reception time of the Fail signal, and a condition regarding the number of consecutive receptions of the Fail signal.

[0137] Additionally, in the moisture detection step (S720), at least one of surrounding image information received from a camera sensor, weather information received from a V2X communication device, and a moisture monitoring signal received from a moisture inflow determination circuit may be used to set a moisture detection condition, and the determination of whether moisture has entered accordingly may be included.

[0138] The risk prevention control step (S730) may include performing risk prevention control to prevent a risk caused by moisture ingress into the steering device.

[0139] In this case, the danger prevention control step (S730) may include at least one safety steering control step (S910), a detection information transmission step (S920), and a warning notification control step (S930), as described below in FIG. 9.

[0140] FIG. 8 is a flowchart illustrating, in an exemplary manner, a moisture detection step according to one embodiment.

[0141] Referring to FIG. 8, a moisture detection step (S720) according to one embodiment may include at least one of a failure determination step (S810), a failure time determination step (S820), a failure count determination step (S830), and a moisture inflow determination step (S840, S850).

[0142] The failure determination step (S810) may include determining that moisture has entered the interior of the steering device if a failure signal is received continuously for more than a preset threshold number of times.

[0143] The Fail time determination step (S820) may include determining that moisture has entered the interior of the steering device if a Fail signal is received for longer than a preset threshold time.

[0144] The failure count determination step (S830) may include determining that moisture has entered the interior of the steering device when a failure signal is received continuously for more than a preset threshold number.

[0145] In the step of determining whether moisture has entered (S840, S850), if all moisture detection conditions, including conditions regarding failure status, failure time, and the number of consecutive failures, are satisfied, it is determined that moisture has entered (S840), and if even one moisture detection condition is not satisfied, it is determined that moisture has not entered (S850).

[0146] And, depending on the case, the moisture detection step (S720) may further include a surrounding image information determination step in which moisture is determined to have entered the interior of the steering device when the condition of determining whether the weather around the vehicle is rainy based on surrounding image information and the condition of the steering angle sensing signal being Fail are simultaneously satisfied.

[0147] Additionally, the moisture detection step (S720) may further include a moisture monitoring signal determination step in which it is determined that moisture has entered the interior of the steering device if the moisture monitoring signal received from the moisture inflow detection circuit exceeds a preset threshold range.

[0148] FIG. 9 is a flowchart illustrating, in an exemplary manner, a risk prevention control step according to one embodiment.

[0149] Referring to FIG. 9, a risk prevention control step (S730) according to one embodiment may include a safety steering control step (S910), a detection information transmission step (S920), and a warning notification control step (S930).

[0150] The safety steering control step (S910) may include controlling the steering assist torque generated by the steering motor to be maintained at a state below a preset danger prevention torque.

[0151] For example, in the safety steering control step (S910), when a failure occurs in a part of the vehicle's components according to the Limp Home mode or Limp Aside mode, the control value of each vehicle component is reset to a preset value, thereby controlling the in-vehicle devices including the steering device in a state where the spread of the failure is prevented.

[0152] The detection information transmission step (S920) may include controlling the transmission of the moisture detection information to other control devices within the vehicle. This allows other devices within the vehicle to perform actions to prevent danger caused by moisture inflow when moisture flows into the steering device.

[0153] The warning notification control step (S930) may include controlling the execution of at least one of a DTC message notification control step using an onboard diagnostic (OBD) system of the vehicle, a navigation message notification control step using a navigation device, and a warning sound and warning light display control step using a voice output device, a beep sound output device, or a warning light display device installed in the vehicle.

[0154] FIG. 10 is a block diagram of a computer system of a steering control device according to one embodiment.

[0155] Referring to FIG. 10, the above-described embodiments may be implemented in a computer-readable recording medium within a computer system. As illustrated in the drawings, a computer system (1000), which is an example of a steering control device according to the embodiments, may include at least one element among one or more processors (1010), memory (1020), storage unit (1030), user interface input unit (1040), and user interface output unit (1050), and these may communicate with each other via a bus (1060). Additionally, the computer system (1000) may also include a network interface (1070) for connecting to a network. The processor (1010) may be a CPU or semiconductor device that executes processing instructions stored in the memory (1020) and / or storage unit (1030). The memory and storage unit may include various types of volatile / non-volatile memory media. For example, the memory may include ROM (1024) and RAM (1025).

[0156] Accordingly, the embodiments may be implemented as a computer-implemented method or as a non-volatile computer recording medium storing computer-executable instructions. When executed by a processor, the instructions may perform the method according to at least one embodiment of the embodiments.

[0157] More specifically, the steering control device (100) according to the present embodiment and the communication unit (110), detection unit (120), and control unit (130) included therein can be implemented as a control device of a steering system installed in a vehicle or as a part module of an ECU.

[0158] The control device or ECU of such a steering system may include a processor, a storage device such as memory, and a computer program capable of performing specific functions, and the aforementioned communication unit (110), sensing unit (120), and control unit (130) may be implemented as software modules capable of performing their respective corresponding functions.

[0159] That is, the communication unit (110), the sensing unit (120), and the control unit (130), etc., according to one embodiment of the present disclosure, may each be implemented as a corresponding software module and stored in memory, and each software module may be executed at a specific time by a computational processing device such as an ECU included in the steering system.

[0161] As described above, the present disclosure can provide a control device and method capable of rapidly detecting the inflow of moisture into a steering device.

[0162] In addition, the present disclosure may provide a control device and method capable of detecting moisture inflow into a steering angle sensor.

[0163] In addition, the present disclosure can provide a control device and method that can prevent power pack failure caused by moisture ingress into the steering device.

[0164] The foregoing description is merely an illustrative explanation of the technical concept of the present disclosure, and those skilled in the art to which the present disclosure pertains may make various modifications and variations within the scope of the essential characteristics of the technical concept. Furthermore, since these embodiments are intended to explain, not limit, the scope of the technical concept is not limited by these embodiments. The scope of protection of the present disclosure shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of the present disclosure.

Claims

Claim 1 A steering control device comprising: a communication unit that receives a steering angle sensing signal from a steering angle sensor installed at the bottom of a rack-pinion gear; a sensing unit that detects whether moisture has entered the steering device based on the steering angle sensing signal and generates moisture detection information when it is determined that moisture has entered; and a control unit that performs risk prevention control to prevent a risk caused by moisture entry based on the moisture detection information, wherein the communication unit further receives a moisture monitoring signal from a moisture entry determination circuit installed in the steering angle sensor, and the sensing unit determines that moisture has entered the steering device when the moisture monitoring signal exceeds a preset threshold range. Claim 2 In claim 1, the sensing unit is a steering control device that determines that moisture has entered the interior of the steering device when the steering angle sensing signal is a Fail signal. Claim 3 In claim 2, the sensing unit determines that moisture has entered the interior of the steering device when the Fail signal is received for longer than a preset threshold time. Claim 4 A steering control device according to claim 2, which determines that moisture has entered the interior of the steering device when the Fail signal is received continuously for more than a preset threshold number of times. Claim 5 A steering control device according to claim 1, wherein the communication unit further receives surrounding image information captured from a camera sensor around the vehicle, and the sensing unit determines whether the weather around the vehicle is in a rainy condition based on the surrounding image information, and determines that moisture has entered the interior of the steering device when the condition of determining a rainy condition based on the surrounding image information and the condition of the steering angle sensing signal being Fail are simultaneously satisfied. Claim 6 A steering control device according to claim 1, wherein the communication unit further receives weather information regarding the surroundings of a vehicle from a V2X communication device, and the sensing unit determines whether the weather around the vehicle is in a rainy condition based on the weather information, and determines that moisture has entered the interior of the steering device when the condition in which it is determined to be a rainy condition based on the weather information and the condition in which the steering angle sensing signal is Fail are simultaneously satisfied. Claim 7 delete Claim 8 In claim 1, the risk prevention control comprises a steering control device including safety steering control that controls the steering torque generated by the steering motor to maintain a state where it is less than or equal to a preset risk prevention torque. Claim 9 In claim 1, the risk prevention control comprises a steering control device that controls the transmission of the moisture detection information to another control device within the vehicle. Claim 10 A steering control device according to claim 1, wherein the risk prevention control comprises a warning notification control that controls at least one of a DTC (Diagnostic Trouble Code) message, a navigation message, a warning sound, and a warning light display to be performed. Claim 11 A steering control method comprising: a signal receiving step of receiving a steering angle sensing signal from a steering angle sensor installed at the bottom of a rack-pinion gear; a moisture detection step of detecting whether moisture has entered the interior of a steering device based on the steering angle sensing signal and generating moisture detection information when it is determined that moisture has entered; and a risk prevention control step of performing risk prevention control to prevent a risk caused by moisture entry based on the moisture detection information, wherein the signal receiving step further includes receiving a moisture monitoring signal from a moisture entry determination circuit installed in the steering angle sensor, and the moisture detection step includes determining that moisture has entered the interior of the steering device when the moisture monitoring signal exceeds a preset threshold range. Claim 12 In claim 11, the moisture detection step is a steering control method that determines that moisture has entered the interior of the steering device when the steering angle sensing signal is a Fail signal. Claim 13 In claim 12, the moisture detection step is a steering control method that determines that moisture has entered the interior of the steering device when the Fail signal is received for longer than a preset threshold time. Claim 14 In claim 12, the moisture detection step determines that moisture has entered the interior of the steering device when the Fail signal is received continuously for more than a preset threshold number of times. Claim 15 A steering control method according to claim 11, wherein the signal receiving step further receives surrounding image information captured from a camera sensor around the vehicle, and the moisture detection step determines whether the weather around the vehicle is in a rainy state based on the surrounding image information, and determines that moisture has entered the interior of the steering device when the condition of determining a rainy state based on the surrounding image information and the condition of the steering angle sensing signal being Fail are simultaneously satisfied. Claim 16 A steering control method according to claim 11, wherein the signal receiving step further receives weather information regarding the surroundings of a vehicle from a V2X communication device, and the moisture detection step determines whether the weather around the vehicle is in a rainy state based on the weather information, and determines that moisture has entered the interior of the steering device when the condition in which it is determined to be a rainy state based on the weather information and the condition in which the steering angle sensing signal is Fail are simultaneously satisfied. Claim 17 delete Claim 18 In claim 11, the risk prevention control step comprises a safety steering control step that controls the steering torque generated by the steering motor to be maintained at a state of being less than or equal to a preset risk prevention torque. Claim 19 In claim 11, the steering control method comprises a risk prevention control step that controls the transmission of the moisture detection information to another control device in the vehicle. Claim 20 In claim 11, the risk prevention control step comprises a warning notification control step that controls at least one of a DTC (Diagnostic Trouble Code) message, a navigation message, a warning sound, and a warning light display to be performed.

Images