Steering system and vehicle

Abstract

A steering system, comprising: a main steering subsystem (20), which is used for controlling, on the basis of a steering target, a steering execution mechanism (40) to steer; a controller (10), which is used for sending an activation instruction to a redundant steering subsystem (30) when it is determined that the main steering subsystem has failed; and the redundant steering subsystem, which is used for sending a closing instruction to a clutch (50) after being activated, and driving, on the basis of the steering target, the steering execution mechanism to steer, wherein the main steering subsystem and the redundant steering subsystem are of heterogeneous structures. Also provided is a vehicle. When the main steering subsystem operates normally, the steering system can cut off the mechanical connection between the redundant steering subsystem and the steering execution mechanism, thereby avoiding additional losses generated when the redundant steering subsystem is not in operation; moreover, when an abnormality occurs in the main steering subsystem, the steering system can use the redundant steering subsystem, which greatly differs in structure from the main steering subsystem, to implement steering, thereby improving the overall reliability of a steer-by-wire system.

Description

A steering system and a vehicle

[0001] This application claims priority to Chinese Patent Application No. 202422757942.6, filed on November 13, 2024, entitled “A Steering System and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more particularly to a steering system and a vehicle. Background Technology

[0003] Currently, steer-by-wire systems are gradually replacing mechanical steering systems to achieve steering functions. Furthermore, to improve the reliability of steer-by-wire systems, a redundant steering system with the same structure is typically added as a backup. When the original steering system fails, the system switches to the redundant system to continue steering. However, this approach has two main problems: First, because the original and redundant steering systems have the same structure, they may both fail simultaneously under certain common risks, resulting in lower overall reliability of the steer-by-wire system. Second, when the original steering system drives the steering actuator to steer, the actuator may cause the redundant steering system to idle, increasing additional wear and tear. Summary of the Invention

[0004] This application provides a steering system and vehicle. On the one hand, when the main steering subsystem is working normally, the mechanical connection between the redundant steering subsystem and the steering actuator can be disconnected, thereby avoiding additional losses when the redundant steering subsystem is not working. On the other hand, when the main steering subsystem malfunctions, the redundant steering subsystem, which has a large structural difference from the main steering subsystem, is used to achieve steering. Since the main steering subsystem and the redundant steering subsystem have a large structural difference, the possibility of both malfunctioning at the same time is low, thereby improving the overall reliability of the steer-by-wire system.

[0005] In a first aspect, embodiments of this application provide a steering system, which includes a controller, a main steering subsystem, a redundant steering subsystem, a steering actuator, and a clutch;

[0006] The controller is communicatively connected to both the main steering subsystem and the redundant steering subsystem. The main steering subsystem is connected to the steering actuator. The redundant steering subsystem is connected to the steering actuator via the clutch. The redundant steering subsystem is communicatively connected to the clutch. The clutch is in a normally disengaged state. The main steering subsystem and the redundant steering subsystem are heterogeneous structures.

[0007] The main steering subsystem is used to determine the steering target and control the steering actuator to steer based on the steering target;

[0008] The controller is used to send an activation command to the redundant steering subsystem when it determines that the main steering subsystem has failed.

[0009] The redundant steering subsystem is activated in response to the activation command and, after activation, sends a closing command to the clutch, the closing command being used to control the clutch to close.

[0010] The clutch is used to perform a closing action in response to the closing command;

[0011] The redundant steering subsystem is also used to determine the latest steering target after activation, and to steer based on the latest steering target and by driving the steering actuator through the closed clutch.

[0012] In this embodiment, the steering system includes a main steering subsystem and a redundant steering subsystem with significant structural differences. Normally, the main steering subsystem controls the steering actuator for steering. Since the clutch between the redundant steering subsystem and the steering actuator is normally disengaged, the redundant steering subsystem does not operate when the main steering subsystem is active, thus avoiding additional losses. If the controller determines that the main steering subsystem has malfunctioned, it activates the redundant steering subsystem. The activated redundant steering subsystem controls the clutch to close and, through the closed clutch, controls the steering actuator for steering. Because the redundant steering subsystem and the main steering subsystem have significant internal structural differences, it is considered that the likelihood of the redundant steering subsystem also malfunctioning when the main steering subsystem malfunctions is low. This reduces the possibility of both the main and redundant steering subsystems malfunctioning simultaneously due to certain factors, thereby improving the overall reliability of the steer-by-wire system.

[0013] Optionally, the redundant steering subsystem includes a redundant steering ECU and a redundant steering actuation device;

[0014] The redundant steering ECU is communicatively connected to the controller, the clutch, and the redundant steering actuator. The redundant steering actuator is connected to the steering actuator via the clutch.

[0015] The redundant steering ECU is configured to activate in response to the activation command, and after activation send the closing command to the clutch; and after activation, determine the latest steering target, and send an actuation command to the redundant steering actuator based on the latest steering target; the actuation command is configured to control the redundant steering actuator to drive the steering actuator to steer according to the latest steering target through the closed clutch;

[0016] The redundant steering actuator is used to respond to the actuation command and drive the steering actuator to steer based on the power generated by the target medium and the closed clutch; the target medium is a gas medium, a liquid medium, or a magnetic field medium.

[0017] In this embodiment, the main steering subsystem primarily uses a motor to generate power, thereby driving the steering actuator to steer. In the redundant steering subsystem, under the control of the redundant steering ECU, the redundant steering actuator mainly uses a non-electric medium, such as a gas medium, liquid medium, or magnetic field medium, to generate power, thereby driving the steering actuator to steer through a closed clutch. That is, the power sources of the main steering subsystem and the redundant steering subsystem are significantly different, thereby reducing the possibility of simultaneous power failure of the main steering subsystem and the redundant steering subsystem due to certain factors, thus improving the overall reliability of the steer-by-wire system.

[0018] Optionally, the redundant steering actuation device includes a power supply unit and a transmission unit;

[0019] The redundant steering ECU is communicatively connected to the power supply unit, a portion of the transmission unit is located inside the power supply unit, and the transmission unit is connected to the steering actuator via the clutch;

[0020] The redundant steering ECU is specifically used for: determining the power output magnitude and power output direction of the power supply unit based on the latest steering target; and sending a power supply command to the power supply unit, wherein the power supply command carries the power output magnitude and the power output direction.

[0021] The power supply unit is configured to, in response to the power supply command, output power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction;

[0022] The transmission unit is used to move according to the power generated by the target medium, so as to drive the steering actuator to steer through the closed clutch.

[0023] In this embodiment, the redundant actuation device includes a power supply unit and a transmission unit. The power supply unit can determine the required power magnitude and direction based on the steering target, then generate the power based on the target medium and apply it to the transmission unit. The transmission unit then transmits the power to the steering actuator to achieve steering.

[0024] Optionally, the power supply unit includes: a high-pressure air tank, a first pressure regulating valve, a second pressure regulating valve, and a sealed actuating cylinder;

[0025] The redundant steering ECU is communicatively connected to the first pressure regulating valve and the second pressure regulating valve; the first outlet of the high-pressure gas tank is connected to the inlet of the first pressure regulating valve, the outlet of the first pressure regulating valve is connected to the first inlet of the actuating cylinder, the second outlet of the high-pressure gas tank is connected to the inlet of the second pressure regulating valve, the outlet of the second pressure regulating valve is connected to the second inlet of the actuating cylinder, and a portion of the transmission unit is located inside the actuating cylinder and is vertically disposed between the first inlet and the second inlet;

[0026] The redundant steering ECU is specifically used for: determining the target pressure regulating valve to be adjusted and the target opening value between the corresponding air inlet and outlet based on the latest steering target, wherein the target pressure regulating valve is the first pressure regulating valve or the second pressure regulating valve; and sending an opening adjustment command to the target pressure regulating valve, wherein the opening adjustment command carries the target opening value.

[0027] The target pressure regulating valve is used to adjust its own opening value to the target opening value in response to the opening adjustment command, so that the high-pressure gas in the high-pressure gas tank enters the target inlet of the actuating cylinder through the target pressure regulating valve and applies power to the transmission part. The target inlet is the first inlet or the second inlet.

[0028] In this embodiment, a combination of a high-pressure gas tank, a first pressure regulating valve, a second pressure regulating valve, and an actuating cylinder is used to provide power to the transmission unit based on the target size and target direction according to the gas medium, so as to accurately achieve steering.

[0029] Optionally, both the first pressure regulating valve and the second pressure regulating valve are two-position three-way valves, and are configured such that the outlet and exhaust port are connected in the initial state. The other pressure regulating valve among the first and second pressure regulating valves, except for the target pressure regulating valve, is also used to discharge the gas squeezed by the transmission part in the actuating cylinder under the action of the inflowing high-pressure gas into the atmosphere through its own connected outlet and exhaust port.

[0030] In this embodiment, while using a gas medium to apply power to the transmission unit, a specific pressure regulating valve allows the gas squeezed by the transmission unit to be discharged into the atmosphere, enabling the transmission unit to quickly achieve a large displacement under the power of the gas medium, thereby supporting the steering actuator to turn within a large turning angle range.

[0031] Optionally, the transmission unit includes: a piston, a first piston rod, and a second piston rod;

[0032] The piston is vertically disposed within the actuating cylinder, forming a first chamber and a second chamber. The outlet of the first pressure regulating valve is connected to the first chamber of the actuating cylinder through the first inlet of the actuating cylinder, and the outlet of the second pressure regulating valve is connected to the second chamber of the actuating cylinder through the second inlet of the actuating cylinder. The first piston push rod is vertically connected to the first side of the piston and passes through the first chamber to connect with the clutch. The second piston push rod is vertically connected to the second side of the piston and passes through the second chamber to connect with the clutch.

[0033] The piston is used to drive the steering actuator to steer under the power generated by the high-pressure gas in the target chamber, through the first piston push rod, the second piston push rod, and the closed clutch.

[0034] In this embodiment, the power supply unit uses the power generated by the gas medium to directly act on the piston. Since the piston, the first push rod, the second push rod, and the closed clutch form an integrated structure, the power acting on the piston is equivalent to acting on the integrated structure containing the piston. This allows the integrated structure to move according to the different magnitudes and directions of the power received, thereby driving the steering actuator to steer.

[0035] Optionally, the transmission unit includes: a first piston, a second piston, a fixed baffle, a first piston push rod, and a second piston push rod;

[0036] The fixed baffle is vertically disposed within the actuating cylinder to form a first chamber and a second chamber. The first piston is vertically disposed within the first chamber to form a first sub-chamber away from the fixed baffle and a second sub-chamber close to the fixed baffle. The second piston is vertically disposed within the second chamber to form a third sub-chamber close to the fixed baffle and a fourth sub-chamber away from the fixed baffle. The outlet of the first pressure regulating valve is connected to the second sub-chamber in the actuating cylinder through the first inlet of the actuating cylinder. The outlet of the second pressure regulating valve is connected to the third sub-chamber in the actuating cylinder through the second inlet of the actuating cylinder. The first piston push rod is vertically connected to the first piston away from the fixed baffle and passes through the first sub-chamber to connect with the clutch. The second piston push rod is vertically connected to the second piston away from the fixed baffle and passes through the fourth sub-chamber to connect with the clutch.

[0037] The target piston is used to drive the steering actuator to turn under the action of the high-pressure gas in the target chamber through the first piston push rod, the second piston push rod, and the closed clutch. When the target chamber is the second sub-chamber, the target piston is the first piston; when the target chamber is the third sub-chamber, the target piston is the second piston.

[0038] In this embodiment, the power supply unit directly acts on the target piston (first piston or second piston) based on the power generated by the gas medium. Since the first piston, the second piston, the first piston push rod, the second piston push rod, and the closed clutch form an integrated structure, the power acting on the target piston is equivalent to acting on the integrated structure containing the target piston. This allows the integrated structure to move according to the different magnitudes and directions of the power received, thereby driving the steering actuator to steer.

[0039] Optionally, the power supply unit includes: an accumulator, a first pressure regulating valve, a second pressure regulating valve, and a hydraulic cylinder;

[0040] The redundant steering ECU is communicatively connected to the first pressure regulating valve and the second pressure regulating valve. The first outlet of the accumulator is connected to the inlet of the first pressure regulating valve, and the outlet of the first pressure regulating valve is connected to the first inlet of the hydraulic cylinder. The second outlet of the accumulator is connected to the inlet of the second pressure regulating valve, and the outlet of the second pressure regulating valve is connected to the second inlet of the hydraulic cylinder. A portion of the transmission unit is located inside the hydraulic cylinder and is vertically disposed between the first inlet and the second inlet.

[0041] The redundant steering ECU is specifically used to: determine a first target opening value between the first target pressure regulating valve to be adjusted and the corresponding inlet and outlet based on the latest steering target, wherein the first target pressure regulating valve is either the first pressure regulating valve or the second pressure regulating valve; and send a first opening adjustment command to the first target pressure regulating valve, wherein the first opening adjustment command carries the first target opening value.

[0042] The first target pressure regulating valve responds to the first opening adjustment command by adjusting its own opening value to the first target opening value, so that the high-pressure liquid in the accumulator enters the target inlet of the hydraulic cylinder through the first target pressure regulating valve and applies power to the transmission part. The target inlet is either the first inlet or the second inlet.

[0043] In this embodiment, a combination of an accumulator, a first pressure regulating valve, a second pressure regulating valve, and a hydraulic cylinder is used to provide a limited amount of power to the transmission unit in the target direction based on the liquid medium, so that the transmission unit can drive the steering actuator to turn within a limited angle range.

[0044] Optionally, the power supply unit further includes: a liquid storage tank, a third pressure regulating valve, and a fourth pressure regulating valve;

[0045] The redundant steering ECU is communicatively connected to the third pressure regulating valve and the fourth pressure regulating valve. The first inlet of the reservoir is connected to the outlet of the third pressure regulating valve, and the inlet of the third pressure regulating valve is connected to the first outlet of the hydraulic cylinder. The first outlet is located on one side of the transmission unit. The second inlet of the reservoir is connected to the outlet of the fourth pressure regulating valve, and the inlet of the fourth pressure regulating valve is connected to the second outlet of the hydraulic cylinder. The second outlet is located on the other side of the transmission unit.

[0046] The redundant steering ECU is specifically used to: determine the second target opening value between the second target pressure regulating valve to be adjusted and the corresponding inlet and outlet based on the latest steering target, wherein the second target pressure regulating valve is the third pressure regulating valve or the fourth pressure regulating valve; and send a second opening adjustment command to the second target pressure regulating valve, wherein the second opening adjustment command carries the second target opening value.

[0047] The second target pressure regulating valve responds to the second opening adjustment command and adjusts its own opening value to the second target opening value, so that the liquid squeezed by the transmission part under the action of the high-pressure liquid flowing into the hydraulic cylinder flows back to the storage tank through the second target pressure regulating valve.

[0048] In this embodiment, the liquid originally stored in the hydraulic cylinder can be discharged into the storage tank when squeezed by the transmission unit. This means that the transmission unit can make a greater displacement in the hydraulic cylinder, thereby supporting the steering actuator to turn within a larger angle range.

[0049] Optionally, the power supply unit further includes a hydraulic pump, which is disposed between the accumulator and the reservoir, and the redundant steering ECU is communicatively connected to the hydraulic pump;

[0050] The redundant steering ECU is also used to send start commands to the hydraulic pump;

[0051] The hydraulic pump is used to start in response to a start command and to draw liquid from the storage tank and return it to the accumulator.

[0052] In this embodiment, a hydraulic booster is used to transfer the liquid in the storage tank back to the accumulator, so that if the main steering subsystem malfunctions again in the subsequent process, the power generated by the liquid medium in the redundant steering subsystem can be used again to drive the steering actuator to steer.

[0053] Optionally, the transmission unit includes: a piston, a first piston rod, and a second piston rod;

[0054] The piston is vertically disposed within the hydraulic cylinder, forming a first chamber and a second chamber. The outlet of the first pressure regulating valve is connected to the first chamber of the hydraulic cylinder through the first inlet of the hydraulic cylinder, and the outlet of the second pressure regulating valve is connected to the second chamber of the hydraulic cylinder through the second inlet of the hydraulic cylinder. The inlet of the third pressure regulating valve is connected to the first chamber of the hydraulic cylinder through the first outlet of the hydraulic cylinder. The inlet of the fourth pressure regulating valve is connected to the second chamber of the hydraulic cylinder through the second outlet of the hydraulic cylinder. The first piston push rod is vertically connected to the first side of the piston and passes through the first chamber to connect with the clutch. The second piston push rod is vertically connected to the second side of the piston and passes through the second chamber to connect with the clutch.

[0055] The piston is used to drive the steering actuator to steer under the power generated by the high-pressure liquid in the target chamber, through the first piston push rod, the second piston push rod, and the closed clutch; wherein, when the target chamber is the first chamber, the liquid in the second chamber flows back to the storage tank through the fourth pressure regulating valve under the pressure of the piston; when the target chamber is the second chamber, the liquid in the first chamber flows back to the storage tank through the third pressure regulating valve under the pressure of the piston.

[0056] In this embodiment, the power supply unit, based on the power generated by the liquid medium, directly acts on the piston. Since the piston, the first piston rod, the second piston rod, and the closed clutch form an integrated structure, the power acting on the piston is equivalent to acting on the integrated structure containing the target piston. This allows the integrated structure to move according to the different magnitudes and directions of the power received, thereby driving the steering actuator to steer. Simultaneously, since the liquid squeezed by the piston can flow back to the outlet tank, the steering actuator can be supported to steer within a large turning angle range.

[0057] Optionally, the transmission unit includes: a first piston, a second piston, a fixed baffle, a first piston push rod, and a second piston push rod;

[0058] The fixed baffle is vertically disposed within the hydraulic cylinder to form a first chamber and a second chamber. The first piston is vertically disposed within the first chamber, forming a first sub-chamber away from the fixed baffle and a second sub-chamber close to the fixed baffle. The second piston is vertically disposed within the second chamber, forming a third sub-chamber close to the fixed baffle and a fourth sub-chamber away from the fixed baffle. The outlet of the first pressure regulating valve is connected to the second sub-chamber in the hydraulic cylinder through the first inlet of the hydraulic cylinder, and the outlet of the second pressure regulating valve is connected to the... The second inlet is connected to the third sub-chamber of the hydraulic cylinder; the inlet of the third pressure regulating valve is connected to the second sub-chamber of the hydraulic cylinder through the first outlet of the hydraulic cylinder, and the inlet of the fourth pressure regulating valve is connected to the third sub-chamber of the hydraulic cylinder through the second outlet of the hydraulic cylinder; the first piston push rod is vertically connected to the side of the first piston away from the fixed baffle, and passes through the first sub-chamber to connect with the clutch; the second piston push rod is vertically connected to the side of the second piston away from the fixed baffle, and passes through the fourth sub-chamber to connect with the clutch.

[0059] The target piston is used to drive the steering actuator to steer under the action of the high-pressure liquid in the target chamber, through the first piston push rod, the second piston push rod, and the closed clutch. When the target chamber is the second sub-chamber, the target piston is the first piston, and the liquid in the third sub-chamber flows back to the storage tank through the fourth pressure regulating valve under the pressure of the second piston. When the target chamber is the third sub-chamber, the target piston is the second piston, and the liquid in the second sub-chamber flows back to the storage tank through the third pressure regulating valve under the pressure of the first piston.

[0060] In this embodiment, the power supply unit, based on the power generated by the liquid medium, directly acts on the target piston (first piston or second piston). Since the first piston, second piston, first piston push rod, second piston push rod, and the closed clutch form an integrated structure, the power acting on the target piston is equivalent to acting on the integrated structure containing the target piston. This allows the integrated structure to move according to the different magnitudes and directions of the power received, thereby driving the steering actuator to steer. Simultaneously, since the liquid squeezed by the other piston (excluding the target piston) of the first and second pistons can flow back to the outlet tank, the steering actuator can be supported to steer within a large turning angle range.

[0061] Optionally, the power supply unit includes: an electromagnetic coil and a power supply device;

[0062] The redundant steering ECU is communicatively connected to the power supply device, the power supply device is electrically connected to the electromagnetic coil, and a portion of the transmission unit is located inside the electromagnetic coil.

[0063] The redundant steering ECU is specifically used to: determine the target current magnitude and target current direction of the electromagnetic coil based on the latest steering target; and send a power-on command to the power supply device, wherein the power-on command carries the target current magnitude and target current direction.

[0064] The power supply device responds to the power-on command and supplies power to the electromagnetic coil based on the target current magnitude and the target current direction, so that the electromagnetic coil applies electromagnetic force to the transmission part.

[0065] In this embodiment, a combination of a power supply device and an electromagnetic coil is used to provide the transmission unit with target power in the target direction based on the magnetic field medium, so that the transmission unit can drive the steering actuator to turn within any angle range.

[0066] Optionally, the transmission unit includes: a conductive slider, a first slider push rod, and a second slider push rod;

[0067] The conductive slider is located inside the electromagnetic coil. The first slider push rod is vertically connected to the first side of the conductive slider and passes through the first end of the electromagnetic coil to connect with the clutch. The second slider push rod is vertically connected to the second side of the conductive slider and passes through the second end of the electromagnetic coil to connect with the clutch.

[0068] The conductive slider is used to drive the steering actuator to steer under the electromagnetic force generated by the electromagnetic coil through the first slider push rod, the second slider push rod, and the closed clutch.

[0069] In this embodiment, the power supply unit directly acts on the conductive slider based on the power generated by the magnetic field medium. Since the conductive slider, the first slider push rod, the second slider push rod, and the closed clutch form an integrated structure, the power acting on the conductive slider is equivalent to acting on the integrated structure containing the conductive slider, so that the integrated structure can move according to the different magnitudes and directions of the power received, thereby driving the steering actuator to turn.

[0070] Secondly, embodiments of this application provide a steering control method, which is applied to the redundant steering subsystem described in any embodiment of the first aspect, the method comprising:

[0071] Receive an activation command from the controller, the activation command being sent by the controller when it determines that a fault has occurred in the main steering subsystem;

[0072] Activation is performed in response to the activation command, and after activation, a closing command is sent to the clutch to control the clutch to close.

[0073] After activation, a new steering target is determined, and steering is performed based on the new steering target and by actuating the steering actuator through the closed clutch.

[0074] Optionally, steering based on the latest steering target and by actuating the steering actuator via the engaged clutch includes:

[0075] According to the latest steering target control redundant steering actuator, power is generated based on the target medium, and the power is used to drive the steering actuator to steer through the closed clutch; the target medium is a gas medium, a liquid medium or a magnetic field medium.

[0076] Optionally, according to the latest version of the steering target control redundant steering actuation device, power is generated based on the target medium, including:

[0077] The magnitude and direction of the power output of the power supply unit are determined based on the latest steering target.

[0078] The power supply unit is controlled to output power generated by the target medium to the transmission unit according to the power output magnitude and the power output direction, so that when the transmission unit moves according to the power generated by the target medium, it drives the steering actuator to steer through the closed clutch.

[0079] Optionally, determining the power output magnitude and power output direction of the power supply unit based on the latest steering target includes:

[0080] Based on the latest steering target, the target pressure regulating valve to be adjusted and the corresponding target opening value between the air inlet and outlet are determined. The target pressure regulating valve is used to indicate the power output direction, and the target opening value is used to indicate the power output magnitude. The target pressure regulating valve is either the first pressure regulating valve or the second pressure regulating valve.

[0081] Optionally, controlling the power supply unit to output power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction includes:

[0082] The opening value of the target pressure regulating valve is adjusted to the target opening value so that the high-pressure gas in the high-pressure gas tank enters the target inlet of the actuating cylinder through the target pressure regulating valve and applies power to the transmission part. The target inlet is either the first inlet or the second inlet.

[0083] Optionally, determining the power output magnitude and direction of the power supply unit based on the latest steering target includes:

[0084] Based on the latest steering target, the first target opening value between the first target pressure regulating valve to be adjusted and the corresponding inlet and outlet is determined, wherein the first target pressure regulating valve is either the first pressure regulating valve or the second pressure regulating valve.

[0085] Based on the latest steering target, a second target pressure regulating valve to be adjusted and a second target opening value between the corresponding inlet and outlet are determined. The second target pressure regulating valve is either the third or the fourth pressure regulating valve. The determined first and second target pressure regulating valves are used to indicate the direction of power output, and the determined first and second target opening values ​​are used to indicate the magnitude of power output.

[0086] Optionally, controlling the power supply unit to output power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction includes:

[0087] The opening value of the first target pressure regulating valve is adjusted to the first target opening value so that the high-pressure liquid in the accumulator enters the target inlet of the hydraulic cylinder through the first target pressure regulating valve and applies power to the transmission part. The target inlet is either the first inlet or the second inlet.

[0088] The opening value of the second target pressure regulating valve is adjusted to the second target opening value so that the liquid squeezed by the transmission part under the action of the high pressure liquid flowing into the hydraulic cylinder flows back to the storage tank through the second target pressure regulating valve.

[0089] Optionally, the method further includes:

[0090] The hydraulic pump is controlled to draw liquid from the storage tank and return it to the accumulator.

[0091] Optionally, determining the power output magnitude and power output direction of the power supply unit based on the latest steering target includes:

[0092] The target current magnitude and target current direction of the electromagnetic coil are determined based on the latest steering target, wherein the target current magnitude is used to indicate the power output magnitude and the target current direction is used to indicate the power output direction.

[0093] Optionally, controlling the power supply unit to output power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction includes:

[0094] The control power supply device supplies power to the electromagnetic coil based on the target current magnitude and the target current direction, so that the electromagnetic coil applies electromagnetic force to the transmission part.

[0095] Thirdly, embodiments of this application provide a vehicle, the vehicle including the steering system described in any embodiment of the first aspect.

[0096] It should be understood that the second and third aspects of the embodiments of this application are consistent with the technical solutions of the first aspect of the embodiments of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be described again. Attached Figure Description

[0097] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0098] Figure 1 is a schematic diagram of a steering system provided in an embodiment of this application;

[0099] Figure 2 is a schematic diagram of another steering system provided in an embodiment of this application;

[0100] Figure 3 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0101] Figure 4 is a schematic diagram of a power supply unit provided in an embodiment of this application;

[0102] Figure 5 is a structural schematic diagram of a power supply unit provided in an embodiment of this application;

[0103] Figure 6 is a schematic diagram of a power supply unit provided in an embodiment of this application;

[0104] Figure 7 is a schematic diagram of a power supply unit provided in an embodiment of this application;

[0105] Figure 8 is a structural schematic diagram of a power supply unit provided in an embodiment of this application;

[0106] Figure 9 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0107] Figure 10 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0108] Figure 11 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0109] Figure 12 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0110] Figure 13 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0111] Figure 14 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0112] Figure 15 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0113] Figure 16 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0114] Figure 17 is a schematic diagram of a redundant actuation device provided in an embodiment of this application;

[0115] Figure 18 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0116] To better understand the technical solutions in this specification, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0117] It should be understood that the described embodiments are merely some, not all, of the embodiments in this specification. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without inventive effort are within the scope of protection of this specification.

[0118] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0119] Steer-by-wire systems aim to eliminate the mechanical connection between the steering wheel and the steering wheels, transmitting the driver's steering intentions entirely through electrical signals. Compared to traditional mechanical steering systems, steer-by-wire systems offer advantages such as flexible layout and easier implementation of active steering. Therefore, steer-by-wire systems are gradually replacing mechanical steering systems for steering functionality. Because the mechanical connection is eliminated, to improve the reliability of steer-by-wire systems, a redundant steering system with the same structure is typically added as a backup. If the original steering system fails, the system switches to the redundant system to continue providing steering functionality.

[0120] However, the above solution has the following two problems: First, since the original steering system and the redundant steering system have the same structure, when faced with certain common risks, such as electromagnetic interference or power supply system failure, the original steering system and the redundant steering system may fail at the same time, resulting in low overall reliability of the steer-by-wire system; Second, when the original steering system drives the steering actuator to steer, the steering actuator will cause the redundant steering system to idle, increasing additional losses.

[0121] In view of this, embodiments of this application provide a steering system including a control unit, a main steering subsystem, a redundant steering subsystem, a steering actuator, and a clutch in a normally closed state. The main steering subsystem and the redundant steering subsystem are heterogeneous systems. Therefore, when the controller determines that the main steering subsystem is malfunctioning, it will control the redundant steering subsystem to enter a working state. The redundant steering subsystem can control the clutch to close, thereby driving the steering actuator to perform steering through the closed clutch. Since the main steering subsystem and the redundant steering subsystem are heterogeneous systems, it can be considered that adverse factors causing malfunctions in the main steering subsystem are also less likely to cause malfunctions in the redundant steering subsystem. This means that when the main steering subsystem fails, the probability of successfully steering using the redundant steering subsystem is higher, thereby improving the overall reliability of the steering system.

[0122] The steering system provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0123] Please refer to Figure 1, which is a schematic diagram of a steering system provided in an embodiment of this application. The steering system includes: a controller 10, a main steering subsystem 20, a redundant steering subsystem 30, a steering actuator 40, and a clutch 50.

[0124] The controller 10 is communicatively connected to the main steering subsystem 20 and the redundant steering subsystem 30 respectively. The main steering subsystem 20 is connected to the steering actuator 40. The redundant steering subsystem 30 is connected to the steering actuator 40 through the clutch 50. The redundant steering subsystem 30 is communicatively connected to the clutch 50. The clutch 50 is in a normally open state. The main steering subsystem 20 and the redundant steering subsystem 30 are heterogeneous structures.

[0125] The main steering subsystem 20 is used to determine the steering target and control the steering actuator 40 to steer based on the steering target;

[0126] Controller 10 is used to send an activation command to redundant steering subsystem 30 when a failure occurs in main steering subsystem 20;

[0127] The redundant steering subsystem 30 is activated in response to an activation command and, after activation, sends a closing command to the clutch 50 to control the clutch 50 to close.

[0128] Clutch 50 is used to perform a closing action in response to a closing command;

[0129] The redundant steering subsystem 30 is also used to determine the latest steering target after activation, and to steer based on the latest steering target and by driving the steering actuator 40 through the closed clutch 50.

[0130] In this embodiment, the controller 10 can be a controller of the Vehicle Dynamics Control (VDC) system, a controller of the Vehicle Information Unit (VIU), or a steering controller; this application does not impose any particular limitation on this. The main steering subsystem 20 includes a main steering electronic control unit (ECU), a motor, and a steering transmission device. The steering actuator 40 includes a steering tie rod 401, an outer tie rod 402, a steering knuckle arm 403, a left wheel 404, and a right wheel 405. One end of the clutch 50 is connected to the redundant steering subsystem 30, and the other end is connected to the steering tie rod 401 in the steering actuator 40.

[0131] Under normal circumstances, the main steering subsystem 20 is in operation. The main steering ECU 201 in the main steering subsystem 20 can obtain the steering wheel angle during the driver's driving process and calculate the required steering target based on the current state of the vehicle. The steering target here includes the direction of rotation and the angle of rotation. Then, it controls the motor 202 and the steering transmission device 203 in the main steering subsystem 20 to drive the steering actuator 40 to complete the steering based on the above steering target. In one possible implementation, if the motor 202 and steering transmission device 203 in the main steering subsystem 20 drive the steering tie rod 401 in the steering actuator 40 to move to the right, then the steering tie rod 401 can drive the outer tie rod 402 and steering knuckle arm 403 to turn the left wheel 404 and right wheel 405 to the left; conversely, if the motor 202 and steering transmission device 203 in the main steering subsystem 20 drive the steering tie rod 401 in the steering actuator 40 to move to the left, then the steering tie rod 401 can drive the outer tie rod 402 and steering knuckle arm 403 to turn the left wheel 404 and right wheel 405 to the right. It should be understood that when the main steering subsystem 20 is in operation, the redundant steering subsystem 30 is in a dormant state, and since the clutch 50 is normally disengaged, the redundant steering subsystem 30 will not operate due to the actuation of the steering actuator 40, thus avoiding additional losses.

[0132] When the main steering subsystem 20 is in operation, the controller 10 detects whether there is a steering abnormality in the main steering subsystem 20. As one possible implementation, the controller 10 can convert the acquired steering wheel angle into a target displacement value for the steering tie rod 401 in the steering actuator 40, and then collect the actual displacement value of the steering tie rod 401 in the steering actuator 40 through a stroke sensor. If the difference between the actual displacement value and the target displacement value is greater than a set threshold, it can be determined that there is a steering abnormality in the main steering subsystem 20. At this time, the controller 10 will control the main steering subsystem 20 to enter a sleep state, while activating the redundant steering subsystem 30. After the redundant steering subsystem 30 is activated, it can send a closing command to the clutch 50, thereby controlling the clutch 50 to enter the closed state. It should be understood that after the clutch 50 is closed, a mechanical connection is established between the redundant steering subsystem 30 and the steering actuator 40 through the closed clutch 50. Furthermore, the activated redundant steering subsystem 30 can collect the steering wheel angle during the driver's operation and calculate the required latest steering target based on the vehicle's current state. This latest steering target includes the direction and angle of rotation. Then, through the closed clutch 50, it drives the steering actuator 40 to complete the steering based on the aforementioned latest steering target. The process of the redundant steering subsystem 30 driving the steering actuator 40 through the closed clutch 50 is similar to the process of the main steering subsystem 20 driving the steering actuator 40, and will not be described in detail here.

[0133] It is worth noting that when the controller 10 detects steering anomalies in the main steering subsystem 20, it can also set multiple thresholds for the difference between the actual displacement value and the target displacement value, such as a first threshold and a second threshold that increase sequentially. When the difference between the actual displacement value and the target displacement value is greater than the second threshold, it indicates that the steering anomaly of the main steering subsystem 20 is relatively high. In this case, the controller 10 will control the main steering subsystem 20 to switch to the redundant steering subsystem 30. When the difference between the actual displacement value and the target displacement value is greater than the first threshold and less than the second threshold, it indicates that the steering anomaly of the main steering subsystem 20 is relatively low. The controller 10 will only control the main steering subsystem 20 to perform degradation processing, that is, reduce the steering assistance provided by the main steering subsystem 20, without switching to the redundant steering subsystem 30.

[0134] The specific implementation structure of the redundant steering subsystem 30 described above will be introduced in detail below.

[0135] Please refer to Figure 2, which is a schematic diagram of another steering system provided in an embodiment of this application. As shown in Figure 2, based on the above description of the function implementation of the redundant steering subsystem 30, the redundant steering subsystem 30 provided in this embodiment of the application may include: a redundant steering ECU 301 and a redundant steering actuation device 302.

[0136] Among them, the redundant steering ECU 301 is communicatively connected to the controller 10, the clutch 50 and the redundant steering actuator 302, and the redundant steering actuator 302 is connected to the steering actuator 40 through the clutch 50.

[0137] The redundant steering ECU 301 is used to activate in response to an activation command, and after activation, send a closing command to the clutch 50, and after activation, determine the latest steering target, and send an actuation command to the redundant steering actuator 302 based on the latest steering target; the actuation command is used to control the redundant steering actuator 302 to drive the steering actuator 40 to steer according to the latest steering target through the closed clutch 50.

[0138] The redundant steering actuator 302 is used to respond to the actuation command and drive the steering actuator 40 to steer based on the power generated by the target medium and the closed clutch 50; the target medium is a gas medium, a liquid medium or a magnetic field medium.

[0139] In this embodiment, the redundant steering subsystem 30 includes a redundant steering ECU 301 and a redundant steering actuator 302. When the main steering subsystem 20 is operating normally, the redundant steering ECU 301 is in a dormant state, and since the clutch 50 is normally closed, the redundant actuator 302 is also not in operation. When the controller 10 determines that the main steering subsystem 20 is malfunctioning, it activates the redundant steering ECU 301. After activation, the redundant steering ECU 301 controls the normally closed clutch 50 to close, thereby establishing a mechanical connection between the redundant steering actuator 302 and the steering actuator 40. Furthermore, it can collect the steering wheel angle observed by the driver and calculate the latest steering target based on the vehicle's current state. This latest steering target includes the direction and angle of rotation. Then, it controls the redundant steering actuator 302 to generate power based on the target medium, thereby driving the steering actuator 40 to steer via the closed clutch 50. It should be understood that the direction of the power generated by the redundant steering actuator 302 based on the target medium is related to the rotation direction in the latest steering target determined by the redundant steering ECU 301; the magnitude of the power generated by the redundant steering actuator 302 based on the target medium is positively correlated with the rotation angle in the latest steering target determined by the redundant steering ECU 301.

[0140] It is worth noting that in the main steering subsystem 20, the actuator 40 is driven by the motor to steer. Therefore, in order to make the redundant steering subsystem 30 and the main steering subsystem 20 form a heterogeneous system with significant differences, the target medium used by the redundant steering action device 302 in the redundant steering subsystem when outputting power can be a non-electric medium, such as a gas medium, a liquid medium, or a magnetic field medium.

[0141] The following is a detailed description of the specific implementation structure of the redundant steering actuator 302.

[0142] Please refer to Figure 3, which is a structural schematic diagram of a redundant steering actuator provided in an embodiment of this application. As shown in Figures 2 and 3, based on the above description of the functional implementation of the redundant steering actuator 302, the redundant steering actuator 302 provided in this embodiment of the application may include: a power supply unit 3021 and a transmission unit 3022;

[0143] Among them, the redundant steering ECU 301 is communicatively connected to the power supply unit 3021, a part of the transmission unit 3022 is located inside the power supply unit 3021, and the transmission unit 3022 is connected to the steering actuator 40 through the clutch 50;

[0144] The redundant steering ECU 301 is specifically used to: determine the power output magnitude and power output direction of the power supply unit 3021 based on the latest steering target; and send a power supply command to the power supply unit 3021, the power supply command carrying the power output magnitude and power output direction.

[0145] The power supply unit 3021 is used to respond to a power supply command and output power generated based on the target medium to the transmission unit 3022 according to the power output magnitude and power output direction;

[0146] The transmission unit 3022 is used to move according to the power generated by the target medium, so as to drive the steering actuator 40 to steer through the closed clutch 50.

[0147] In this embodiment, after the redundant steering ECU 301 is activated, it can collect the steering wheel angle during the driver's driving process and calculate the latest steering target required based on the current state of the vehicle. This latest steering target includes both the direction and angle of rotation. Then, the redundant steering ECU 301 determines the power output magnitude and direction of the power supply unit 3021 based on the aforementioned latest steering target. It should be understood that the power output direction of the power supply unit 3021 is related to the direction of rotation in the latest steering target determined by the redundant steering ECU 301; the power output magnitude of the power supply unit 3021 is positively correlated with the angle of rotation in the latest steering target determined by the redundant steering ECU 301.

[0148] Based on this, the redundant steering ECU 301 can control the power supply unit 3021 to generate the aforementioned power output direction and magnitude based on the target medium. The transmission unit 3022 moves under the action of the aforementioned power generated by the target medium, thereby driving the steering actuator 40 to steer via the closed clutch 50.

[0149] The following is a detailed description of the power supply unit 3021 that generates power based on different media.

[0150] Medium 1: The target medium is a gaseous medium.

[0151] Please refer to Figure 4, which is a structural schematic diagram of a power supply unit provided in an embodiment of this application. As shown in Figures 2-4, based on the above description of the function implementation of the power supply unit 3021, the power supply unit 3021 provided in this embodiment of the application may include: a high-pressure gas tank 601, a first pressure regulating valve 602, a second pressure regulating valve 603, and a sealed actuating cylinder 604;

[0152] The redundant steering ECU 301 is communicatively connected to the first pressure regulating valve 602 and the second pressure regulating valve 603; the first outlet of the high-pressure gas tank 601 is connected to the inlet of the first pressure regulating valve 602, the outlet of the first pressure regulating valve 602 is connected to the first inlet of the actuating cylinder 604, the second outlet of the high-pressure gas tank 601 is connected to the inlet of the second pressure regulating valve 603, the outlet of the second pressure regulating valve 603 is connected to the second inlet of the actuating cylinder 604, and a portion of the transmission unit 3022 is located inside the actuating cylinder 604 and is vertically arranged between the first inlet and the second inlet;

[0153] The redundant steering ECU 301 is specifically used to: determine the target pressure regulating valve to be adjusted and the target opening value between the corresponding air inlet and outlet based on the latest steering target, wherein the target pressure regulating valve is the first pressure regulating valve 602 or the second pressure regulating valve 603; and send an opening adjustment command to the target pressure regulating valve, wherein the opening adjustment command carries the target opening value.

[0154] The target pressure regulating valve is used to adjust its own opening value to the target opening value in response to the opening adjustment command, so that the high pressure gas in the high pressure tank enters the target inlet of the actuating cylinder 604 through the target pressure regulating valve and applies power to the transmission unit 3022. The target inlet is either the first inlet or the second inlet.

[0155] In this embodiment, the high-pressure gas tank 601 stores high-pressure gas with an initial pressure of [13 bar, 15 bar]. The high-pressure gas tank 601 is connected to the first inlet of the actuating cylinder 604 via a first pressure regulating valve 602, and to the second inlet of the actuating cylinder 604 via a second pressure regulating valve 603. A portion of the transmission unit 3022 is located inside the actuating cylinder 604 and is vertically positioned between the first and second inlets (not shown in the figure). During actual operation, the target pressure regulating valve in the first or second pressure regulating valve 602 can be controlled to open to the target opening value, thereby allowing the high-pressure gas in the high-pressure gas tank 601 to enter the actuating cylinder 604 through the target pressure regulating valve and the target inlet, and applying power in a specific direction to the transmission unit 3022 located in the actuating cylinder 604. It should be understood that the direction in which the high-pressure gas in the high-pressure gas tank 601 applies power to the transmission unit 3022 after entering the actuating cylinder 604 through the first pressure regulating valve 602 and the first inlet is opposite to the direction in which the high-pressure gas in the high-pressure gas tank 601 applies power to the transmission unit 3022 after entering the actuating cylinder 604 through the second pressure regulating valve 603 and the second inlet. Therefore, the transmission unit 3022 can also transmit power in different directions to the steering actuator 40, thereby meeting the steering needs of the vehicle in different directions.

[0156] It is worth noting that the actuating cylinder 604 has a certain volume. It takes time for the high-pressure gas from the high-pressure gas tank 601 to enter the actuating cylinder 604 and establish a certain pressure within it. Therefore, to ensure that the high-pressure gas in the high-pressure gas tank 601 can quickly establish a certain pressure after flowing into the actuating cylinder 604, some gas is also stored inside the actuating cylinder 604. In actual operation, the high-pressure gas flowing into the actuating cylinder 604 can work together with the gas originally stored in the actuating cylinder 604 to establish pressure, thereby reducing the pressure build-up time. Under the action of the high-pressure gas flowing into the actuating cylinder 604, the transmission unit 3022 will move. During the movement of the transmission unit 3022, the gas in the actuating cylinder 604 will inevitably be compressed. It should be understood that, since the gas is compressible, in one possible embodiment, the gas compressed by the transmission unit 3022 may not need to be discharged from the actuating cylinder 604. However, since the gas cannot be compressed indefinitely, if the gas compressed by the transmission unit 3022 is not discharged, it can be considered that the displacement that the transmission unit 3022 can make is limited, and thus can only support steering of the steering actuator 40 within a limited range of turning angles. In another possible embodiment, both the first pressure regulating valve 602 and the second pressure regulating valve 603 are two-position three-way valves, and are configured such that the outlet and exhaust port are connected in the initial state. The other pressure regulating valve in the first pressure regulating valve 602 and the second pressure regulating valve 603, in addition to the target pressure regulating valve, is also used to discharge the gas squeezed by the transmission part 3022 in the actuating cylinder 604 under the action of the incoming high-pressure gas into the atmosphere through its own connected outlet and exhaust port. This makes it easier to push the transmission part 3022 to move quickly, thereby increasing the steering speed of the steering actuator 40. At the same time, the transmission part 3022 can make a larger displacement, which can support the steering actuator 40 to turn within a larger angle range.

[0157] Medium 2: The target medium is a liquid medium.

[0158] Please refer to Figure 5, which is a structural schematic diagram of a power supply unit 3021 provided in an embodiment of this application. As shown in Figures 2-3 and 5, based on the above description of the functional implementation of the power supply unit 3021, the power supply unit 3021 provided in this embodiment of the application may include: an accumulator 605, a first pressure regulating valve 606, a second pressure regulating valve 607, and a hydraulic cylinder 608;

[0159] The redundant steering ECU 301 is communicatively connected to the first pressure regulating valve 606 and the second pressure regulating valve 607. The first outlet of the accumulator 605 is connected to the inlet of the first pressure regulating valve 606, and the outlet of the first pressure regulating valve 606 is connected to the first inlet of the hydraulic cylinder 608. The second outlet of the accumulator 605 is connected to the inlet of the second pressure regulating valve 607, and the outlet of the second pressure regulating valve is connected to the second inlet of the hydraulic cylinder 608. A portion of the transmission unit 3022 is located inside the hydraulic cylinder 608 and is vertically disposed between the first inlet and the second inlet.

[0160] The redundant steering ECU 301 is specifically used to: determine the first target opening value between the first target pressure regulating valve to be adjusted and the corresponding inlet and outlet based on the latest steering target, wherein the first target pressure regulating valve is either the first pressure regulating valve 606 or the second pressure regulating valve 607; and send a first opening adjustment command to the first target pressure regulating valve, wherein the first opening adjustment command carries the first target opening value.

[0161] The first target pressure regulating valve responds to the first opening adjustment command and adjusts its own opening value to the first target opening value, so that the high-pressure liquid in the accumulator 605 enters the target inlet of the hydraulic cylinder 608 through the first target pressure regulating valve and applies power to the transmission unit 3022. The target inlet is either the first inlet or the second inlet.

[0162] In this embodiment, the accumulator 605 is connected to the first inlet of the hydraulic cylinder 608 via the first pressure regulating valve 606, and the accumulator 605 is connected to the second inlet of the hydraulic cylinder 608 via the second pressure regulating valve 607. A portion of the transmission unit 3022 is located inside the hydraulic cylinder 608 and between the first inlet and the second inlet (not shown in the figure). In actual operation, the first target pressure regulating valve in the first pressure regulating valve 606 or the second pressure regulating valve 606 can be controlled to open to the first target opening value, so that the high-pressure liquid in the accumulator 605 enters the hydraulic cylinder 608 through the first target pressure regulating valve and the target inlet, and applies power in a specific direction to the transmission unit 3022 located in the hydraulic cylinder 608. It should be understood that the direction in which the high-pressure liquid in the accumulator 605 applies power to the transmission unit 3022 after entering the hydraulic cylinder 608 through the first pressure regulating valve 606 and the first inlet is opposite to the direction in which the high-pressure liquid in the accumulator 605 applies power to the transmission unit 3022 after entering the hydraulic cylinder 608 through the second pressure regulating valve 607 and the second inlet. Therefore, the transmission unit 3022 can also transmit power in different directions to the steering actuator 40, thereby meeting the steering needs of the vehicle in different directions.

[0163] It is worth noting that, considering the certain volume of the hydraulic cylinder 608, it takes a certain amount of time for the high-pressure liquid in the accumulator 605 to enter the hydraulic cylinder 608 and build up a certain pressure. Therefore, in order to ensure that the high-pressure liquid in the accumulator 605 can build up a certain pressure relatively quickly after flowing into the hydraulic cylinder 608, some liquid is also stored inside the hydraulic cylinder 608 (the liquid originally stored in the hydraulic cylinder 608 may not be full or may not be full). In actual operation, the high-pressure liquid flowing into the hydraulic cylinder 608 can work together with the liquid originally stored in the hydraulic cylinder 608 to build up pressure, thereby reducing the pressure build-up time. Then, under the action of the high-pressure liquid flowing into the hydraulic cylinder 608, the transmission unit 3022 will move. In one possible embodiment, if the liquid originally stored in the hydraulic cylinder 608 is not full, and the liquid is not discharged when squeezed by the transmission unit 3022, since the liquid cannot be compressed, the displacement that the transmission unit 3022 can make is considered limited, and thus can only support the steering actuator 40 to rotate within a limited angular range.

[0164] In another possible embodiment, the liquid originally stored in the hydraulic cylinder 608 can be discharged when squeezed by the transmission unit 3022, which means that the transmission unit 3022 can make a greater displacement, thereby supporting the steering actuator 40 to steer within a larger angle range.

[0165] Please refer to Figure 6, which is a structural schematic diagram of a power supply unit 3021 provided in an embodiment of this application. As shown in Figures 2-3 and 6, based on the above description of the functional implementation of the power supply unit 3021, the power supply unit 3021 provided in this embodiment of the application further includes: a liquid storage tank 609, a third pressure regulating valve 610, and a fourth pressure regulating valve 611;

[0166] The redundant steering ECU 301 is communicatively connected to the third pressure regulating valve 610 and the fourth pressure regulating valve 611 respectively. The first inlet of the reservoir 609 is connected to the outlet of the third pressure regulating valve 610. The inlet of the third pressure regulating valve 611 is connected to the first outlet of the hydraulic cylinder 608. The first outlet is located on one side of the transmission unit 3022. The second inlet of the reservoir 609 is connected to the outlet of the fourth pressure regulating valve 611. The inlet of the fourth pressure regulating valve 611 is connected to the second outlet of the hydraulic cylinder 608. The second outlet is located on the other side of the transmission unit 3022.

[0167] The redundant steering ECU 301 is specifically used to: determine the second target opening value between the second target pressure regulating valve to be adjusted and the corresponding inlet and outlet based on the latest steering target, wherein the second target pressure regulating valve is the third pressure regulating valve 610 or the fourth pressure regulating valve 611; and send a second opening adjustment command to the second target pressure regulating valve, wherein the second opening adjustment command carries the second target opening value.

[0168] In response to the second opening adjustment command, the second target pressure regulating valve adjusts its own opening value to the second target opening value, so that the liquid squeezed by the transmission part 3022 under the action of the inflowing high-pressure liquid in the hydraulic cylinder 608 flows back to the storage tank 609 through the second target pressure regulating valve.

[0169] In this embodiment, the first inlet and the first outlet of the hydraulic cylinder 608 may both be located on one side of the transmission part 3022, and the second inlet and the second outlet of the hydraulic cylinder 608 may both be located on the other side of the transmission part 3022; or, the first inlet and the second outlet of the hydraulic cylinder 608 may both be located on one side of the transmission part 3022, and the second inlet and the first outlet of the hydraulic cylinder 608 may both be located on the other side of the transmission part 3022. This application does not impose any particular restrictions on this.

[0170] Taking the example that the first inlet and first outlet of the hydraulic cylinder 608 can both be located on one side of the transmission part 3022, and the second inlet and second outlet of the hydraulic cylinder 608 can both be located on the other side of the transmission part 3022, if the high-pressure liquid in the accumulator 605 enters the hydraulic cylinder 608 through the first pressure regulating valve 606 and the first inlet, it will push the transmission part 3022 to move. Then the liquid squeezed by the transmission part 3022 will flow back to the storage tank 609 through the second outlet and the fourth pressure regulating valve 611. Conversely, if the high-pressure liquid in the accumulator 605 enters the hydraulic cylinder 608 through the second pressure regulating valve 607 and the second inlet, it will also push the transmission part 3022 to move (in the opposite direction to the previous case). Then the liquid squeezed by the transmission part 3022 will flow back to the storage tank 609 through the first outlet and the third pressure regulating valve 611.

[0171] In some embodiments, the liquid in the storage tank 609 can be transferred back to the accumulator 605 so that if the main steering subsystem 20 malfunctions again in a subsequent process, the redundant steering subsystem 30 can be used again to drive the steering actuator 40 to steer.

[0172] Please refer to Figure 7, which is a structural schematic diagram of a power supply unit 3021 provided in an embodiment of this application. As shown in Figures 2-3 and 7, the power supply unit 3021 further includes: a hydraulic pump 612, which is disposed between the accumulator 605 and the liquid storage tank 609, and the redundant steering ECU 301 is communicatively connected to the hydraulic pump 612;

[0173] The redundant steering ECU 301 is also used to send start commands to the hydraulic pump 612;

[0174] The hydraulic pump 612 is used to start in response to a start command and draw liquid from the storage tank 609 and transfer it back to the accumulator 605.

[0175] In this embodiment, the redundant steering ECU 301 can control the hydraulic pump 612 to draw liquid from the reservoir 609 and then transfer it back to the accumulator 605. The timing of the hydraulic pump 612 drawing liquid can be during the process of liquid flowing from the hydraulic cylinder 608 into the reservoir 609, or after the liquid in the hydraulic cylinder 608 stops flowing into the reservoir 609; this application does not impose any particular limitation on this.

[0176] Medium 3: The target medium is a magnetic field medium.

[0177] Please refer to Figure 8, which is a structural schematic diagram of a power supply unit 3021 provided in an embodiment of this application. As shown in Figures 2-3 and Figure 8, based on the above description of the functional implementation of the power supply unit 3021, the power supply unit 3021 provided in this embodiment of the application may include: an electromagnetic coil 613 and a power supply device 614;

[0178] Among them, the redundant steering ECU 301 is communicatively connected to the power supply device 614, the power supply device 614 is electrically connected to the electromagnetic coil 613, and a part of the transmission unit 3022 is located inside the electromagnetic coil 613.

[0179] The redundant steering ECU 301 is specifically used to: determine the target current magnitude and target current direction of the electromagnetic coil 613 based on the latest steering target; and send a power-on command to the power supply device 614, the power-on command carrying the target current magnitude and target current direction.

[0180] In response to the power-on command, the power supply device 614 supplies power to the electromagnetic coil 613 based on the target current magnitude and target current direction, so that the electromagnetic coil 613 applies electromagnetic force to the transmission part 3022.

[0181] In this embodiment, the redundant steering ECU 301 can control the power supply device 614 to output a target current magnitude and target current direction to the electromagnetic coil 613, thereby generating an electromagnetic force in the target direction in the battery coil 613. Since a portion of the transmission unit 3022 is located inside the electromagnetic coil 613 (not shown in the figure), the transmission unit 3022 will be subjected to the electromagnetic force applied by the electromagnetic coil 613. It should be understood that the direction of the electromagnetic force subjected to the transmission unit 3022 is related to the current direction in the electromagnetic coil 613. The direction of the electromagnetic force subjected to the transmission unit 3022 can be changed by changing the current direction in the electromagnetic coil 613; similarly, the magnitude of the electromagnetic force subjected to the transmission unit 3022 can also be changed by changing the current magnitude in the electromagnetic coil 613.

[0182] The working principle of the redundant actuation device 302, which consists of different transmission parts 3022 and different power supply parts 3021, will be described in detail below.

[0183] When the power supply unit 3021 is as shown in FIG4, the transmission unit 3022 has two possible structures.

[0184] Please refer to Figure 9, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 9, based on the above description of the functional implementation of the transmission part 3022, a possible structure of the transmission part 3022 provided in this embodiment of the application includes: a piston 701, a first piston push rod 702, and a second piston push rod 703;

[0185] The piston 701 is vertically disposed within the actuating cylinder 604, forming a first chamber and a second chamber. The outlet of the first pressure regulating valve 602 is connected to the first chamber of the actuating cylinder 604 through the first inlet of the actuating cylinder 604, and the outlet of the second pressure regulating valve 603 is connected to the second chamber of the actuating cylinder 604 through the second inlet of the actuating cylinder 604. The first piston push rod 702 is vertically connected to the first side of the piston 701 and passes through the first chamber to connect with the clutch 50. The second piston push rod 703 is vertically connected to the second side of the piston 701 and passes through the second chamber to connect with the clutch 50.

[0186] Piston 701 is used to drive steering actuator 40 to steer under the power generated by high-pressure gas in the target chamber, through first piston push rod 702, second piston push rod 703 and closed clutch 50.

[0187] In this embodiment, the first chamber and the second chamber can be considered to have pre-stored equal amounts of gas, at which time the piston 701 is located in the middle position of the actuating cylinder 604 and is in a stationary state.

[0188] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation of the steering actuator 40, it controls the opening of the first pressure regulating valve 602 to the target opening value. The second pressure regulating valve 603 is configured to connect the exhaust port and the outlet port, while the inlet port and outlet port are not connected. The high-pressure gas in the high-pressure gas tank 601 then enters the first chamber of the actuating cylinder 604 via the first pressure regulating valve 602 and the first inlet. As the amount of gas in the first chamber of the actuating cylinder 604 increases, while the amount of gas in the second chamber does not increase, the pressure in the first chamber becomes greater than that in the second chamber. This causes the piston 701, located between the first and second chambers, to be driven to the right. Since the piston 701, the first piston rod 702, the second piston rod 703, and the closed clutch 50 form a single integrated structure, this integrated structure is subjected to a rightward force, causing it to continuously move to the right, thereby driving the steering actuator 40 to rotate to the left by the target angle. Meanwhile, as the entire integrated structure continues to move to the right, the gas compressed by the piston 701 in the second chamber will be discharged into the atmosphere through the exhaust port of the second pressure regulating valve 603.

[0189] It should be understood that in the above embodiments, the relationship between the target opening value of the first pressure regulating valve 602, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. When the first pressure regulating valve 602 closes also depends on the actual control algorithm used. This application does not impose any special restrictions.

[0190] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation of the steering actuator 40, it controls the opening of the second pressure regulating valve 603 to the target opening value. The first pressure regulating valve 602 is configured to connect the exhaust port and the inlet port, while the outlet port and outlet port are not connected. The high-pressure gas in the high-pressure gas tank 601 then enters the second chamber of the actuating cylinder 604 via the second pressure regulating valve 603 and the second inlet. As the amount of gas in the second chamber of the actuating cylinder 604 increases, while the amount of gas in the first chamber does not increase, the pressure in the second chamber becomes greater than that in the first chamber. This causes the piston 701, located between the first and second chambers, to be driven to the left. Since the piston 701, the first piston rod 702, the second piston rod 703, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially driven to the left, causing it to continuously move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. Meanwhile, as the entire integrated structure continues to move to the left, the gas compressed by the piston 701 in the first chamber will be discharged into the atmosphere through the exhaust port of the first pressure regulating valve 602.

[0191] It should be understood that in the above embodiments, the relationship between the target opening value of the second pressure regulating valve 603, the displacement of the integrated structure, and the target angle of the steering actuator 40 turning right depends on the actual control algorithm used. At the same time, when the second pressure regulating valve 603 closes also depends on the actual control algorithm used. This application does not impose any special restrictions.

[0192] Please refer to Figure 10, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 10, based on the above description of the functional implementation of the transmission part 3022, another possible structure of the transmission part 3022 provided in this embodiment of the application includes: a first piston 704, a second piston 705, a fixed baffle 706, a first piston push rod 707, and a second piston push rod 708;

[0193] The fixed baffle 706 is vertically disposed within the actuating cylinder 604, forming a first chamber and a second chamber. The first piston 704 is vertically disposed within the first chamber, forming a first sub-chamber away from the fixed baffle 706 and a second sub-chamber close to the fixed baffle 706. The second piston 705 is vertically disposed within the second chamber, forming a third sub-chamber close to the fixed baffle 706 and a fourth sub-chamber away from the fixed baffle 706. The outlet of the first pressure regulating valve 602 is connected to the actuating cylinder 604. The first inlet of the 4 is connected to the second sub-chamber of the actuating cylinder 604. The outlet of the second pressure regulating valve 603 is connected to the third sub-chamber of the actuating cylinder 604 through the second inlet of the actuating cylinder 604. The first piston push rod 707 is vertically connected to the side of the first piston 704 away from the fixed baffle 706 and passes through the first sub-chamber to connect with the clutch 50. The second piston push rod 708 is vertically connected to the side of the second piston 708 away from the fixed baffle 706 and passes through the fourth sub-chamber to connect with the clutch 50.

[0194] The target piston is used to drive the steering actuator 40 to steer under the action of high-pressure gas in the target chamber through the first piston push rod 707, the second piston push rod 708 and the closed clutch 50. When the target chamber is the second sub-chamber, the target piston is the first piston 701; when the target chamber is the third sub-chamber, the target piston is the second piston 702.

[0195] In this embodiment, the second and third sub-chambers of the actuating cylinder 604 are pre-stored with equal amounts of gas. At this time, the first piston 704 is in the middle position of the first chamber, the second piston 705 is in the middle position of the second chamber, and both the first piston 704 and the second piston 705 are in a stationary state.

[0196] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation angle of the steering actuator 40, the redundant steering ECU 301 can control the opening value of the second pressure regulating valve 603 to the target opening value. The first pressure regulating valve 602 is configured to connect the exhaust port and the inlet port, while the outlet port and the outlet port are not connected. The high-pressure gas in the high-pressure gas tank 601 will then enter the third sub-chamber of the actuating cylinder 604 through the second pressure regulating valve 603 and the second inlet. As the amount of gas in the third sub-chamber of the actuating cylinder 604 increases, while the amount of gas in the second sub-chamber does not increase, the pressure in the third sub-chamber will be greater than the pressure in the second sub-chamber. Therefore, the rightward pressure on the second piston 705 will be greater than the leftward pressure on the first piston 704. Since the first piston 704, the second piston 705, the first piston push rod 707, the second piston push rod 708, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially subjected to a rightward force. The entire integrated structure will then continuously move to the right, thereby driving the steering actuator 40 to rotate to the left by the target angle. Simultaneously, as the integrated structure continues to move to the right, the gas compressed by the first piston 704 in the second sub-chamber will be discharged into the atmosphere through the exhaust port of the first pressure regulating valve 602.

[0197] It should be understood that in the above embodiments, the relationship between the target opening value of the second pressure regulating valve 603, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the second pressure regulating valve 603 closes also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0198] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation angle for the steering actuator 40, the redundant steering ECU 301 can control the opening value of the first pressure regulating valve 602 to the target opening value, and the second pressure regulating valve 603 is configured to connect the exhaust port and the inlet port, while the outlet port and the outlet port are not connected. The high-pressure gas in the high-pressure gas tank 601 will then enter the second sub-chamber of the actuating cylinder 604 through the first pressure regulating valve 602 and the first inlet. As the amount of gas in the second sub-chamber of the actuating cylinder 604 increases, while the amount of gas in the third sub-chamber does not increase, the pressure in the second sub-chamber will be greater than the pressure in the third sub-chamber. Therefore, the leftward pressure on the first piston 704 will be greater than the rightward pressure on the second piston 705. Since the first piston 704, the second piston 705, the first piston push rod 707, the second piston push rod 708, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially subjected to a leftward force. The entire integrated structure will then continuously move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. Simultaneously, as the integrated structure continues to move to the left, the gas compressed by the second piston 705 in the third sub-chamber will be discharged into the atmosphere through the exhaust port of the second pressure regulating valve 603.

[0199] It should be understood that in the above embodiments, the relationship between the target opening value of the first pressure regulating valve 602, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the first pressure regulating valve 602 closes also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0200] When the power supply unit 3021 is as shown in FIG5, the transmission unit 3022 has two possible structures.

[0201] Please refer to Figure 11, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 11, based on the above description of the functional implementation of the transmission part 3022, a possible structure of the transmission part 3022 provided in this embodiment of the application includes: a piston 701, a first piston rod 702, and a second piston rod 703;

[0202] The piston 701 is vertically disposed within the hydraulic cylinder 608, forming a first chamber and a second chamber. The outlet of the first pressure regulating valve 606 is connected to the first chamber of the hydraulic cylinder 608 through the first inlet of the hydraulic cylinder 608, and the outlet of the second pressure regulating valve 607 is connected to the second chamber of the hydraulic cylinder 608 through the second inlet of the hydraulic cylinder 608. The first piston push rod 702 is vertically connected to the first side of the piston 701 and passes through the first chamber to connect with the clutch 50. The second piston push rod 703 is vertically connected to the second side of the piston 701 and passes through the second chamber to connect with the clutch 50.

[0203] Piston 701 is used to drive steering actuator 40 to steer under the power generated by high-pressure liquid in the target chamber, through first piston push rod 702, second piston push rod 703 and closed clutch 50.

[0204] In this embodiment, the first chamber and the second chamber can be considered to have pre-stored equal amounts of liquid. At this time, the piston 701 is located in the middle position of the hydraulic cylinder 608 and is in a stationary state.

[0205] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation of the steering actuator 40, it can control the opening of the first pressure regulating valve 606 to the target opening value. The high-pressure fluid in the accumulator 605 then enters the first chamber of the hydraulic cylinder 608 through the first pressure regulating valve 606 and the first inlet. As the fluid volume in the first chamber of the hydraulic cylinder 608 increases while the fluid volume in the second chamber does not increase, the pressure in the first chamber becomes greater than that in the second chamber. This causes the piston 701, located between the first and second chambers, to be subjected to a rightward force. Since the piston 701, the first piston rod 702, the second piston rod 703, and the engaged clutch 50 form a single integrated structure, this integrated structure, subjected to a rightward force, will continuously move to the right, thereby driving the steering actuator 40 to rotate to the left by the target angle. It is worth noting that in this embodiment, during the process of the integrated structure moving to the right, the liquid squeezed by the piston 701 in the integrated structure in the second chamber cannot be discharged. This means that when the liquid pre-stored in the second chamber is not full, the integrated structure can make a limited displacement to the right, and the angle at which the actuator 40 rotates to the left is also limited.

[0206] It should be understood that in the above embodiments, the relationship between the target opening value of the first pressure regulating valve 606, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the first pressure regulating valve 606 closes also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0207] When the redundant steering ECU 301 determines that the current steering target is for the steering actuator 40 to turn to the right by a target angle, the redundant steering ECU 301 can control the opening value of the second pressure regulating valve 607 to the target opening value. Then, the high-pressure liquid in the accumulator 605 will enter the second chamber of the hydraulic cylinder 608 through the second pressure regulating valve 607 and the second inlet. As the amount of liquid in the second chamber of the hydraulic cylinder 608 increases, while the amount of liquid in the first chamber does not increase, the pressure in the second chamber will be greater than the pressure in the first chamber. Therefore, the piston 701 located between the first and second chambers will be subjected to a leftward force. Since the piston 701, the first piston rod 702, the second piston rod 703, and the closed clutch 50 form a single integrated structure, this integrated structure is equivalent to being subjected to a leftward force. This integrated structure will continue to move to the left, thereby driving the steering actuator 40 to turn to the right by the target angle. It is worth noting that in this embodiment, during the process of the integrated structure moving to the left, the liquid squeezed by the piston 701 in the integrated structure in the first chamber cannot be discharged. This means that when the liquid pre-stored in the first chamber is not full, the integrated structure can make a limited displacement to the left, and the angle at which the actuator 40 rotates to the right is also limited.

[0208] It should be understood that in the above embodiments, the relationship between the target opening value of the second pressure regulating valve 607, the displacement of the integrated structure, and the target right turn angle of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the second pressure regulating valve 607 closes also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0209] Please refer to Figure 12, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 12, based on the above description of the functional implementation of the transmission part 3022, another possible structure of the transmission part 3022 provided in this embodiment of the application includes: a first piston 704, a second piston 705, a fixed baffle 706, a first piston push rod 707, and a second piston push rod 708;

[0210] The fixed baffle 706 is vertically disposed within the hydraulic cylinder 608 to form a first chamber and a second chamber. The first piston 704 is vertically disposed within the first chamber, forming a first sub-chamber away from the fixed baffle 706 and a second sub-chamber close to the fixed baffle 706. The second piston 705 is vertically disposed within the second chamber, forming a third sub-chamber close to the fixed baffle 706 and a fourth sub-chamber away from the fixed baffle 706. The outlet of the first pressure regulating valve 606 is connected to the second sub-chamber in the hydraulic cylinder 608 through the first inlet. The outlet of the second pressure regulating valve 607 is connected to the third sub-chamber in the hydraulic cylinder 608 through the second inlet. The first piston push rod 707 is vertically connected to the first piston 704 away from the fixed baffle 706 and passes through the first sub-chamber to connect with the clutch 50. The second piston push rod 707 is vertically connected to the second piston 705 away from the fixed baffle 706 and passes through the fourth sub-chamber to connect with the clutch 50.

[0211] The target piston is used to drive the steering actuator 40 to steer under the action of high-pressure liquid in the target chamber through the first piston push rod 707, the second piston push rod 708 and the closed clutch 50. When the target chamber is the second sub-chamber, the target piston is the first piston 704; when the target chamber is the third sub-chamber, the target piston is the second piston 705.

[0212] In this embodiment, the second and third sub-chambers of the hydraulic cylinder 608 are pre-stored with equal amounts of liquid. At this time, the first piston 704 is in the middle position of the first chamber, the second piston 705 is in the middle position of the second chamber, and both the first piston 704 and the second piston 705 are in a stationary state.

[0213] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation of the steering actuator 40, it controls the opening of the second pressure regulating valve 607 to the target value. The high-pressure fluid in the accumulator 605 then enters the third sub-chamber of the hydraulic cylinder 608 via the second pressure regulating valve 607 and the second inlet. As the fluid volume in the third sub-chamber of the hydraulic cylinder 608 increases while the fluid volume in the second sub-chamber remains constant, the pressure in the third sub-chamber becomes greater than that in the second sub-chamber. Consequently, the rightward pressure on the second piston 705 is greater than the leftward pressure on the first piston 704. Since the first piston 704, second piston 705, first piston push rod 707, second piston push rod 708, and the engaged clutch 50 form a single integrated structure, this structure as a whole experiences a rightward force, causing it to continuously move to the right and thus driving the steering actuator 40 to rotate to the left by the target angle. It is worth noting that in this embodiment, during the process of the integrated structure moving to the right, the liquid squeezed by the first piston 704 in the integrated structure in the second sub-chamber cannot be discharged. This means that when the liquid pre-stored in the second sub-chamber is not full, the integrated structure can make a limited displacement to the right, and the angle at which the actuator 40 rotates to the left is also limited.

[0214] It should be understood that in the above embodiments, the relationship between the target opening value of the second pressure regulating valve 607, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0215] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation of the steering actuator 40, it controls the opening of the first pressure regulating valve 606 to the target value. The high-pressure fluid in the accumulator 605 then enters the second sub-chamber of the hydraulic cylinder 608 via the first pressure regulating valve 606 and the first inlet. As the fluid volume in the second sub-chamber of the hydraulic cylinder 608 increases while the fluid volume in the third sub-chamber does not, the pressure in the second sub-chamber becomes greater than that in the third sub-chamber. Consequently, the leftward pressure on the first piston 704 is greater than the rightward pressure on the second piston 705. Since the first piston 704, second piston 705, first piston push rod 707, second piston push rod 708, and the engaged clutch 50 form a single integrated structure, this structure as a whole experiences a leftward force. This integrated structure then continues to move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. It is worth noting that in this embodiment, during the process of the integrated structure moving to the left, the liquid squeezed by the second piston 705 in the integrated structure in the third sub-chamber cannot be discharged. This means that when the liquid pre-stored in the third sub-chamber is not full, the integrated structure can make a limited displacement to the left, and the angle at which the actuator 40 rotates to the right is also limited.

[0216] It should be understood that in the above embodiments, the relationship between the target opening value of the first pressure regulating valve 606, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the first pressure regulating valve 606 closes also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0217] When the power supply unit 3021 is as shown in FIG6, the transmission unit 3022 has two possible structures.

[0218] Please refer to Figure 13, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 13, based on the above description of the functional implementation of the transmission part 3022, a possible structure of the transmission part 3022 provided in this embodiment of the application includes: a piston 701, a first piston push rod 702, and a second piston push rod 703;

[0219] The piston 701 is vertically disposed within the hydraulic cylinder 608, forming a first chamber and a second chamber. The outlet of the first pressure regulating valve 606 is connected to the first chamber of the hydraulic cylinder 608 through the first inlet of the hydraulic cylinder 608. The outlet of the second pressure regulating valve 607 is connected to the second chamber of the hydraulic cylinder 608 through the second inlet of the hydraulic cylinder 608. The inlet of the third pressure regulating valve 610 is connected to the first chamber of the hydraulic cylinder 608 through the first outlet of the hydraulic cylinder 608. The inlet of the fourth pressure regulating valve 611 is connected to the second chamber of the hydraulic cylinder 608 through the second outlet of the hydraulic cylinder 608. The first piston push rod 702 is vertically connected to the first side of the piston 701 and passes through the first chamber to connect with the clutch 50. The second piston push rod 702 is vertically connected to the second side of the piston 701 and passes through the second chamber to connect with the clutch 50.

[0220] Piston 701 is used to drive steering actuator 40 to steer under the power generated by the high-pressure liquid in the target chamber, through first piston push rod 702, second piston push rod 703 and closed clutch 50; wherein, when the target chamber is the first chamber, the liquid in the second chamber flows back to the storage tank 609 through the fourth pressure regulating valve 611 under the pressure of piston 701; when the target chamber is the second chamber, the liquid in the first chamber flows back to the storage tank 609 through the third pressure regulating valve 610 under the pressure of piston 701.

[0221] In this embodiment, the first chamber and the second chamber can be considered to have pre-stored equal amounts of liquid. At this time, the piston 701 is located in the middle position of the hydraulic cylinder 608 and is in a stationary state.

[0222] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation of the steering actuator 40, it controls the opening value of the first pressure regulating valve 606 to the first target opening value and the opening value of the fourth pressure regulating valve to the second target opening value. The high-pressure liquid in the accumulator 605 then enters the first chamber of the hydraulic cylinder 608 through the first pressure regulating valve 606 and the first inlet. As the amount of liquid in the first chamber of the hydraulic cylinder 608 increases while the amount of liquid in the second chamber does not increase, the pressure in the first chamber becomes greater than the pressure in the second chamber. This causes the piston 701, located between the first and second chambers, to be subjected to a rightward force. Since the piston 701, the first piston rod 702, the second piston rod 703, and the closed clutch 50 form a single integrated structure, this integrated structure is subjected to a rightward force and will continuously move to the right, thereby driving the steering actuator 40 to rotate to the left by the target angle. Meanwhile, as the entire integrated structure continues to move to the right, the liquid squeezed by the piston 701 in the second chamber will flow back to the storage tank 609 through the fourth pressure regulating valve 611.

[0223] It should be understood that in the above embodiments, the relationship between the first target opening value of the first pressure regulating valve 606, the second target opening value of the fourth pressure regulating valve 611, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the first pressure regulating valve 606 and the fourth pressure regulating valve 611 close also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0224] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation of the steering actuator 40, it controls the opening value of the second pressure regulating valve 607 to the first target opening value and the opening value of the third pressure regulating valve 610 to the second target opening value. The high-pressure liquid in the accumulator 605 then enters the second chamber of the hydraulic cylinder 608 through the second pressure regulating valve 607 and the second inlet. As the amount of liquid in the second chamber of the hydraulic cylinder 608 increases while the amount of liquid in the first chamber does not increase, the pressure in the second chamber becomes greater than that in the first chamber. This causes the piston 701, located between the first and second chambers, to be subjected to a leftward force. Since the piston 701, the first piston rod 702, the second piston rod 703, and the closed clutch 50 form a single integrated structure, this integrated structure is subjected to a leftward force and will continue to move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. Meanwhile, as the entire integrated structure continues to move to the left, the liquid squeezed by the piston 701 in the first chamber will flow back to the storage tank 609 through the third pressure regulating valve 610.

[0225] It should be understood that in the above embodiments, the relationship between the first target opening value of the second pressure regulating valve 607, the second target opening value of the third pressure regulating valve 610, the displacement of the integrated structure, and the target angle of the steering actuator 40 turning right depends on the actual control algorithm used. At the same time, when the second pressure regulating valve 607 and the third pressure regulating valve 610 close also depends on the actual control algorithm used. This application does not impose any special restrictions.

[0226] It is worth noting that when the power supply unit 3021 is as shown in Figure 7, the resulting redundant actuation device 302 is as shown in Figure 14. The only difference between Figure 14 and Figure 13 is that in Figure 14, a hydraulic pump 612 is provided between the accumulator 605 and the liquid storage tank 609. The hydraulic pump 612 can transport the liquid in the liquid storage tank 609 back to the accumulator 605. However, in Figure 13, there is no hydraulic pump 612 between the accumulator 605 and the liquid storage tank 609, so it is impossible to transport the liquid in the liquid storage tank 609 back to the accumulator 605. It should be understood that the other working processes of the redundant actuation device 302 shown in Figure 14 are the same as those of the redundant actuation device 302 shown in Figure 13, and will not be described again here.

[0227] Please refer to Figure 15, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in Figures 2 and 15, based on the above description of the functional implementation of the transmission part 3022, another possible structure of the transmission part 3022 provided in this embodiment of the application includes: a first piston 704, a second piston 705, a fixed baffle 706, a first piston push rod 707, and a second piston push rod 708;

[0228] A fixed baffle 706 is vertically disposed within the hydraulic cylinder 608, forming a first chamber and a second chamber. A first piston 704 is vertically disposed within the first chamber, forming a first sub-chamber away from the fixed baffle 706 and a second sub-chamber close to the fixed baffle 706. A second piston 705 is vertically disposed within the second chamber, forming a third sub-chamber close to the fixed baffle 706 and a fourth sub-chamber away from the fixed baffle 703. The outlet of the first pressure regulating valve 606 is connected to the second sub-chamber in the hydraulic cylinder 608 through the first inlet. The outlet of the second pressure regulating valve 607 is connected to the second sub-chamber in the hydraulic cylinder 608 through the first inlet. The second inlet of 8 is connected to the third sub-chamber of hydraulic cylinder 608; the inlet of the third pressure regulating valve 610 is connected to the second sub-chamber of hydraulic cylinder 608 through the first outlet of hydraulic cylinder 608; the inlet of the fourth pressure regulating valve 611 is connected to the third sub-chamber of hydraulic cylinder 608 through the second outlet of hydraulic cylinder 608; the first piston push rod 707 is vertically connected to the side of the first piston 704 away from the fixed baffle 706, and passes through the first sub-chamber to connect with clutch 50; the second piston push rod 708 is vertically connected to the side of the second piston 705 away from the fixed baffle 706, and passes through the fourth sub-chamber to connect with clutch 50.

[0229] The target piston is used to drive the steering actuator 40 to steer under the action of high-pressure liquid in the target chamber through the first piston push rod 707, the second piston push rod 708, and the closed clutch 50. When the target chamber is the second sub-chamber, the target piston is the first piston 704, and the liquid in the third sub-chamber flows back to the storage tank 609 through the fourth pressure regulating valve 611 under the pressure of the second piston 705. When the target chamber is the third sub-chamber, the target piston is the second piston 705, and the liquid in the second sub-chamber flows back to the storage tank 609 through the third pressure regulating valve 610 under the pressure of the first piston 704.

[0230] In this embodiment, the second and third sub-chambers of the hydraulic cylinder 608 are pre-stored with equal amounts of liquid. At this time, the first piston 704 is in the middle position of the first chamber, the second piston 705 is in the middle position of the second chamber, and both the first piston 704 and the second piston 705 are in a stationary state.

[0231] When the redundant steering ECU 301 determines that the current steering target is a leftward rotation of the steering actuator 40, it can control the opening value of the second pressure regulating valve 607 to the first target opening value and the opening value of the third pressure regulating valve 610 to the second target opening value. The high-pressure fluid in the accumulator 605 will then enter the third sub-chamber of the hydraulic cylinder 608 through the second pressure regulating valve 607 and the second inlet. As the fluid volume in the third sub-chamber of the hydraulic cylinder 608 increases while the fluid volume in the second sub-chamber does not increase, the pressure in the third sub-chamber will be greater than the pressure in the second sub-chamber. Therefore, the rightward pressure on the second piston 705 will be greater than the leftward pressure on the first piston 704. Since the first piston 704, the second piston 705, the first piston push rod 707, the second piston push rod 708, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially subjected to a rightward force. The entire integrated structure will then continuously move to the right, thereby driving the steering actuator 40 to rotate to the left by the target angle. Simultaneously, as the integrated structure continues to move to the right, the liquid squeezed by the piston 704 in the second sub-chamber will flow back to the storage tank 609 via the third pressure regulating valve 610.

[0232] It should be understood that in the above embodiments, the relationship between the first target opening value of the second pressure regulating valve 607, the second target opening value of the third pressure regulating valve 610, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the second pressure regulating valve 607 and the third pressure regulating valve 610 close also depends on the actual control algorithm used. This application does not impose any special restrictions.

[0233] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation angle for the steering actuator 40, it can control the opening value of the first pressure regulating valve 606 to the first target opening value and the opening value of the fourth pressure regulating valve 611 to the second target opening value. The high-pressure liquid in the accumulator 605 will then enter the second sub-chamber of the hydraulic cylinder 608 via the first pressure regulating valve 606 and the first inlet. As the amount of liquid in the second sub-chamber of the hydraulic cylinder 608 increases, while the amount of liquid in the third sub-chamber does not increase, the pressure in the second sub-chamber will be greater than the pressure in the third sub-chamber. Therefore, the leftward pressure on the first piston 704 will be greater than the rightward pressure on the second piston 705. Since the first piston 704, the second piston 705, the first piston push rod 707, the second piston push rod 708, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially subjected to a leftward force. The entire integrated structure will then continuously move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. Simultaneously, as the integrated structure continues to move to the left, the liquid squeezed by the piston 705 in the third sub-chamber will flow back to the storage tank 609 via the fourth pressure regulating valve 611.

[0234] It should be understood that in the above embodiments, the relationship between the first target opening value of the first pressure regulating valve 606, the second target opening value of the fourth pressure regulating valve 611, the displacement of the integrated structure, and the target angle of the steering actuator 40 turning right depends on the actual control algorithm used. At the same time, when the first pressure regulating valve 606 and the fourth pressure regulating valve 611 close also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0235] It is worth noting that when the power supply unit 3021 is as shown in Figure 7, the resulting redundant actuation device 302 is as shown in Figure 16. The only difference between Figure 16 and Figure 15 is that in Figure 16, a hydraulic pump 612 is provided between the accumulator 605 and the liquid storage tank 609. The hydraulic pump 612 can transport the liquid in the liquid storage tank 609 back to the accumulator 605. However, in Figure 15, there is no hydraulic pump 612 between the accumulator 605 and the liquid storage tank 609, so it is impossible to transport the liquid in the liquid storage tank 609 back to the accumulator 605. It should be understood that the other working processes of the redundant actuation device 302 shown in Figure 16 are the same as those of the redundant actuation device 302 shown in Figure 15, and will not be described again here.

[0236] When the power supply unit 3021 is as shown in FIG8, please refer to FIG17, which is a structural schematic diagram of a redundant actuation device 302 provided in an embodiment of this application. As shown in FIG2 and FIG17, based on the above description of the functional implementation of the transmission unit 3022, a possible structure of the transmission unit 3022 provided in the embodiment of this application includes: a conductive slider 709, a first slider push rod 710, and a second slider push rod 711;

[0237] The conductive slider 709 is set inside the electromagnetic coil 613. The first slider push rod 711 is vertically connected to the first side of the conductive slider 701 and passes through the first end of the electromagnetic coil 613 to connect with the clutch 50. The second slider push rod 711 is vertically connected to the second side of the conductive slider 701 and passes through the second end of the electromagnetic coil 613 to connect with the clutch 50.

[0238] The conductive slider 709 is used to drive the steering actuator 40 to steer under the action of the electromagnetic force generated by the electromagnetic coil 613 through the first sliding push rod 710, the second sliding push rod 711 and the closed clutch 50.

[0239] In this embodiment, initially, the conductive slider 709 is located in the middle position of the electromagnetic coil 613 and is in a stationary state.

[0240] When the redundant steering ECU 301 determines that the current steering target is the leftward rotation of the steering actuator 40, the redundant steering ECU 301 can control the power supply device 614 to supply power to the electromagnetic coil 613 based on the target current magnitude and the first target current direction. Then, a rightward electromagnetic force will be generated inside the electromagnetic coil 613. Since the conductive slider 709, the first sliding push rod 710, the second sliding push rod 711 and the closed clutch 50 form an integrated structure at this time, it is equivalent to the integrated mechanism being subjected to a rightward force as a whole. The integrated structure will continue to move to the right, thereby driving the steering actuator 40 to rotate to the leftward target angle.

[0241] It should be understood that in the above embodiments, the relationship between the current provided by the power supply device 614, the electromagnetic force generated by the electromagnetic coil 613, the displacement of the integrated structure, and the target angle of the left turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the power supply device 614 is de-energized also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0242] When the redundant steering ECU 301 determines that the current steering target is a rightward rotation of the steering actuator 40, the redundant steering ECU 301 can control the power supply device 614 to supply power to the electromagnetic coil 613 based on the target current magnitude and the second target current direction. This generates a leftward electromagnetic force within the electromagnetic coil 613. Since the conductive slider 709, the first sliding push rod 710, the second sliding push rod 711, and the closed clutch 50 form a single integrated structure, this integrated structure is essentially subjected to a leftward force. The entire integrated structure will then continuously move to the left, thereby driving the steering actuator 40 to rotate to the right by the target angle. It should be understood that in the above embodiment, the first target current direction and the second target current direction are opposite current directions.

[0243] It should be understood that in the above embodiments, the relationship between the current provided by the power supply device 614, the electromagnetic force generated by the electromagnetic coil 613, the displacement of the integrated structure, and the target angle of the right turn of the steering actuator 40 depends on the actual control algorithm used. At the same time, when the power supply device 614 is de-energized also depends on the actual control algorithm used, and this application does not impose any special restrictions.

[0244] It is worth noting that, as shown in Figure 1 or Figure 2, according to industry standard data, the maximum unidirectional stroke of the steering tie rod 401 in the steering actuator 40 is ≤90mm, generally 60~70mm; for the steering tie rod 401: a pull / push force ≥2kN is sufficient to meet the normal steering requirements of the vehicle. The formula for calculating the electromagnetic force is shown in formula (1):

[0245] Where F is the electromagnet attraction force, N is the number of coil turns, S is the magnetic circuit cross-sectional area, δ is the air gap stroke, I is the current, and μ0 is the magnetic field constant.

[0246] When the air gap stroke is 150mm and the design target is an electromagnet force of 2kN, the current can be set to 60A, the number of coil turns N can be set to 1115, and the magnetic circuit cross-sectional area S can be set to 0.016m². 2 This ensures that the electromagnetic coil 613 is miniaturized while meeting the vehicle's steering requirements.

[0247] This application also provides a steering control method, which is applied to the redundant steering subsystem in the steering system shown in Figures 1 to 17. The process of this method is described as follows:

[0248] Receive activation commands from the controller, which are sent by the controller when it determines that a fault has occurred in the main steering subsystem;

[0249] Activation is performed in response to the activation command, and after activation, a closing command is sent to the clutch to control clutch closure.

[0250] After activation, the latest steering target is determined, and the steering is performed based on the latest steering target and by actuating the steering actuator through the closed clutch.

[0251] Optionally, steering can be performed based on the latest steering target and by actuating the steering actuator via the engaged clutch, including:

[0252] According to the latest steering target control redundant steering actuator, power is generated based on the target medium. The power is used to drive the steering actuator to steer through the closed clutch; the target medium can be a gas medium, a liquid medium, or a magnetic field medium.

[0253] Optionally, according to the latest steering target control, the redundant steering actuator generates power based on the target medium, including:

[0254] The power output magnitude and direction of the power supply unit are determined based on the latest steering target.

[0255] The control power supply unit outputs power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction, so that when the transmission unit moves according to the power generated by the target medium, it drives the steering actuator to steer through the closed clutch.

[0256] Optionally, the power output magnitude and direction of the power supply unit are determined based on the latest steering target, including:

[0257] Based on the latest steering target, the target pressure regulating valve to be adjusted and the corresponding target opening value between the air inlet and outlet are determined. The target pressure regulating valve is used to indicate the power output direction, and the target opening value is used to indicate the power output magnitude. The target pressure regulating valve is either a first pressure regulating valve or a second pressure regulating valve.

[0258] Optionally, the power supply unit controls the output of power generated based on the target medium to the transmission unit according to the magnitude and direction of the power output, including:

[0259] Adjust the opening value of the target pressure regulating valve to the target opening value so that the high-pressure gas in the high-pressure gas tank enters the target inlet of the actuating cylinder through the target pressure regulating valve and applies power to the transmission unit. The target inlet is either the first inlet or the second inlet.

[0260] Optionally, the magnitude and direction of the power output of the power supply unit are determined based on the latest steering target, including:

[0261] Based on the latest steering target, the first target pressure regulating valve to be adjusted and the first target opening value between the corresponding inlet and outlet are determined. The first target pressure regulating valve is either the first pressure regulating valve or the second pressure regulating valve.

[0262] Based on the latest steering target, the second target pressure regulating valve to be adjusted and the second target opening value between the corresponding inlet and outlet are determined. The second target pressure regulating valve is either the third or the fourth pressure regulating valve. The determined first and second target pressure regulating valves are used to indicate the direction of power output, and the determined first and second target opening values ​​are used to indicate the magnitude of power output.

[0263] Optionally, the power supply unit controls the output of power generated based on the target medium to the transmission unit according to the magnitude and direction of the power output, including:

[0264] The opening value of the first target pressure regulating valve is adjusted to the first target opening value so that the high-pressure liquid in the accumulator enters the target inlet of the hydraulic cylinder through the first target pressure regulating valve and applies power to the transmission part. The target inlet is either the first inlet or the second inlet.

[0265] Adjust the opening value of the second target pressure regulating valve to the second target opening value so that the liquid squeezed by the transmission unit under the action of the high pressure liquid flowing into the hydraulic cylinder flows back to the storage tank through the second target pressure regulating valve.

[0266] Optionally, the method further includes:

[0267] The hydraulic pump is controlled to draw liquid from the storage tank and transport it back to the accumulator.

[0268] Optionally, the magnitude and direction of the power output of the power supply unit are determined based on the latest steering target, including:

[0269] The target current magnitude and target current direction of the electromagnetic coil are determined based on the latest steering target. The target current magnitude is used to indicate the power output magnitude, and the target current direction is used to indicate the power output direction.

[0270] Optionally, controlling the power supply unit to output power generated based on the target medium to the transmission unit according to the power output magnitude and the power output direction includes:

[0271] The control power supply device supplies power to the electromagnetic coil based on the target current magnitude and target current direction, so that the electromagnetic coil applies electromagnetic force to the transmission part.

[0272] Please refer to Figure 18. This application embodiment provides a vehicle 80, which includes the steering system shown in Figures 1-17. For example, the vehicle 80 may be a pure electric vehicle, a range-extended vehicle, or a plug-in hybrid vehicle.

[0273] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

A steering system characterized by The steering system comprises a controller, a main steering subsystem, a redundant steering subsystem, a steering actuator and a clutch; The controller is in communication connection with the main steering subsystem and the redundant steering subsystem respectively, the main steering subsystem is connected with the steering actuator, the redundant steering subsystem is connected with the steering actuator through the clutch, the redundant steering subsystem is in communication connection with the clutch, the clutch is in a normal-off state, and the main steering subsystem and the redundant steering subsystem are in heterogeneous structures; The main steering subsystem is configured to determine a steering target and control the steering actuator to steer based on the steering target; The controller is configured to send an activation instruction to the redundant steering subsystem when the main steering subsystem fails; The redundant steering subsystem is configured to activate in response to the activation instruction and send a closing instruction to the clutch after activation, the closing instruction being used to control the clutch to close; The clutch is configured to perform a closing action in response to the closing instruction; The redundant steering subsystem is further configured to determine a latest steering target after activation and control the steering actuator to steer based on the latest steering target and through the closed clutch. The steering system according to claim 1, characterized in that The redundant steering subsystem comprises a redundant steering ECU and a redundant steering actuator; The redundant steering ECU is in communication connection with the controller, the clutch and the redundant steering actuator, and the redundant steering actuator is connected with the steering actuator through the clutch; The redundant steering ECU is configured to activate in response to the activation instruction and send the closing instruction to the clutch after activation; And determine a latest steering target after activation, send an actuation instruction to the redundant steering actuator based on the latest steering target, and the actuation instruction is used to control the redundant steering actuator to drive the steering actuator to steer according to the latest steering target through the closed clutch; The redundant steering actuator is configured to drive the steering actuator to steer based on a power generated by a target medium and the closed clutch in response to the actuation instruction; the target medium is a gas medium, a liquid medium or a magnetic field medium. The steering system according to claim 2, characterized in that The redundant steering actuator comprises a power providing part and a transmission part; The redundant steering ECU is in communication connection with the power providing part, a part of the transmission part is located inside the power providing part, and the transmission part is connected with the steering actuator through the clutch; The redundant steering ECU is specifically configured to determine a power output size and a power output direction of the power providing part according to the latest steering target, send a power providing instruction to the power providing part, and the power providing instruction carries the power output size and the power output direction; The power providing part is configured to output a power generated based on the target medium to the transmission part according to the power output size and the power output direction in response to the power providing instruction. The transmission part is used for moving according to the power generated by the target medium, so as to drive the steering actuator through the closed clutch. The steering system according to claim 3, characterized in that The power supply part comprises a high-pressure gas tank, a first pressure regulating valve, a second pressure regulating valve and a sealed actuating cylinder; The redundant steering ECU is in communication connection with the first pressure regulating valve and the second pressure regulating valve; a first gas outlet of the high-pressure gas tank is connected with a gas inlet of the first pressure regulating valve, a gas outlet of the first pressure regulating valve is connected with a first inlet of the actuating cylinder, a second gas outlet of the high-pressure gas tank is connected with a gas inlet of the second pressure regulating valve, a gas outlet of the second pressure regulating valve is connected with a second inlet of the actuating cylinder, and a part of the transmission part is located inside the actuating cylinder and is vertically arranged between the first inlet and the second inlet. The redundant steering ECU is specifically used for determining a target pressure regulating valve to be adjusted and a target opening degree value between the corresponding gas inlet and gas outlet according to the latest steering target, the target pressure regulating valve being the first pressure regulating valve or the second pressure regulating valve; and sending an opening degree adjustment instruction to the target pressure regulating valve, the opening degree adjustment instruction carrying the target opening degree value. The target pressure regulating valve is used for adjusting an opening degree value thereof to the target opening degree value in response to the opening degree adjustment instruction, so that high-pressure gas in the high-pressure gas tank enters a target inlet of the actuating cylinder through the target pressure regulating valve and exerts power on the transmission part, the target inlet being the first inlet or the second inlet. The steering system according to claim 4, characterized in that The first pressure regulating valve and the second pressure regulating valve are both two-position three-way valves and are configured to be in initial state in which the gas outlets are communicated with exhaust outlets, and another pressure regulating valve of the first pressure regulating valve and the second pressure regulating valve except the target pressure regulating valve is used for discharging the gas in the actuating cylinder, which is pressed by the transmission part under the action of the inflowing high-pressure gas, to the atmosphere through the communicated gas outlet and exhaust outlet. The steering system according to any one of claims 4-5, characterized in that The transmission part comprises a piston, a first piston push rod and a second piston push rod. The piston is vertically arranged in the actuating cylinder to form a first chamber and a second chamber, the gas outlet of the first pressure regulating valve is connected with the first chamber in the actuating cylinder through the first inlet of the actuating cylinder, the gas outlet of the second pressure regulating valve is connected with the second chamber in the actuating cylinder through the second inlet of the actuating cylinder, the first piston push rod is vertically connected with a first side of the piston and passes through the first chamber to be connected with the clutch, and the second piston push rod is vertically connected with a second side of the piston and passes through the second chamber to be connected with the clutch. The piston is used for driving the steering actuator through the first piston push rod, the second piston push rod and the closed clutch under the power of the high-pressure gas in the target chamber. The steering system according to any one of claims 4-5, characterized in that The transmission part comprises a first piston, a second piston, a fixed baffle, a first piston push rod and a second piston push rod. The fixed baffle is vertically arranged in the actuating cylinder to form a first chamber and a second chamber, the first piston is vertically arranged in the first chamber to form a first sub-chamber away from the fixed baffle and a second sub-chamber close to the fixed baffle, the second piston is vertically arranged in the second chamber to form a third sub-chamber close to the fixed baffle and a fourth sub-chamber away from the fixed baffle, the outlet of the first pressure regulating valve is connected to the second sub-chamber in the actuating cylinder through the first inlet of the actuating cylinder, and the outlet of the second pressure regulating valve is connected to the third sub-chamber in the actuating cylinder through the second inlet of the actuating cylinder; the first piston push rod is vertically connected to the first piston away from the fixed baffle and passes through the first sub-chamber to be connected to the clutch, and the second piston push rod is vertically connected to the second piston away from the fixed baffle and passes through the fourth sub-chamber to be connected to the clutch. The target piston is used to drive the steering actuator to steer under the action of the high-pressure gas in the target chamber through the first piston push rod, the second piston push rod and the closed clutch, wherein when the target chamber is the second sub-chamber, the target piston is the first piston, and when the target chamber is the third sub-chamber, the target piston is the second piston. The steering system according to claim 3, characterized in that The power supply part comprises an accumulator, a first pressure regulating valve, a second pressure regulating valve and a hydraulic cylinder. The redundant steering ECU is in communication connection with the first pressure regulating valve and the second pressure regulating valve, the first liquid outlet of the accumulator is connected to the liquid inlet of the first pressure regulating valve, the liquid outlet of the first pressure regulating valve is connected to the first inlet in the hydraulic cylinder, the second liquid outlet of the accumulator is connected to the liquid inlet of the second pressure regulating valve, the liquid outlet of the second pressure regulating valve is connected to the second inlet in the hydraulic cylinder, and part of the transmission part is vertically arranged between the first inlet and the second inlet in the hydraulic cylinder. The redundant steering ECU is specifically used for determining a first target opening value between a first target pressure regulating valve to be adjusted and corresponding liquid inlets and liquid outlets according to the latest steering target, the first target pressure regulating valve is the first pressure regulating valve or the second pressure regulating valve, sending a first opening adjustment instruction to the first target pressure regulating valve, and the first opening adjustment instruction carries the first target opening value. The first target pressure regulating valve adjusts the opening value thereof to the first target opening value in response to the first opening adjustment instruction, so that the high-pressure liquid in the accumulator enters the target inlet of the hydraulic cylinder through the first target pressure regulating valve and exerts power on the transmission part, and the target inlet is the first inlet or the second inlet. The steering system according to claim 8, characterized in that The power supply part further comprises a liquid storage tank, a third pressure regulating valve and a fourth pressure regulating valve. The third pressure regulating valve and the fourth pressure regulating valve are connected with the redundancy steering ECU respectively, the first liquid inlet of the liquid storage tank is connected with the liquid outlet of the third pressure regulating valve, the liquid inlet of the third pressure regulating valve is connected with the first outlet of the hydraulic cylinder, the first outlet is located on one side of the transmission part, the second liquid inlet of the liquid storage tank is connected with the liquid outlet of the fourth pressure regulating valve, the liquid inlet of the fourth pressure regulating valve is connected with the second outlet of the hydraulic cylinder, and the second outlet is located on the other side of the transmission part. The redundancy steering ECU is specifically used for: determining a second target opening degree value between a second target pressure regulating valve to be adjusted and a corresponding liquid inlet and liquid outlet according to the latest steering target, and the second target pressure regulating valve is the third pressure regulating valve or the fourth pressure regulating valve; and sending a second opening degree adjustment instruction to the second target pressure regulating valve, and the second opening degree adjustment instruction carries the second target opening degree value. The second target pressure regulating valve adjusts the opening degree value thereof to the second target opening degree value in response to the second opening degree adjustment instruction, so that the liquid in the hydraulic cylinder, which is extruded by the transmission part under the action of the high-pressure liquid flowing in, flows back to the liquid storage tank through the second target pressure regulating valve. The steering system according to claim 9, characterized in that The power supply part further comprises a hydraulic pump, the hydraulic pump is arranged between the accumulator and the liquid storage tank, and the redundancy steering ECU is connected with the hydraulic pump in communication. The redundancy steering ECU is further used for sending a starting instruction to the hydraulic pump. The hydraulic pump is used for starting in response to the starting instruction, and extracting the liquid in the liquid storage tank to deliver back to the accumulator. The steering system according to claim 9 or 10, characterized in that The transmission part comprises a piston, a first piston push rod and a second piston push rod. The piston is vertically arranged in the hydraulic cylinder to form a first chamber and a second chamber, the gas outlet of the first pressure regulating valve is connected with the first chamber in the hydraulic cylinder through the first inlet of the hydraulic cylinder, the gas outlet of the second pressure regulating valve is connected with the second chamber in the hydraulic cylinder through the second inlet of the hydraulic cylinder, the liquid inlet of the third pressure regulating valve is connected with the first chamber of the hydraulic cylinder through the first outlet of the hydraulic cylinder, the liquid inlet of the fourth pressure regulating valve is connected with the second chamber of the hydraulic cylinder through the second outlet of the hydraulic cylinder, the first piston push rod is vertically connected to the first side of the piston and passes through the first chamber to be connected with the clutch, and the second piston push rod is vertically connected to the second side of the piston and passes through the second chamber to be connected with the clutch. The piston is used for driving the steering actuating mechanism to steer through the first piston push rod, the second piston push rod and the closed clutch under the power of the high-pressure liquid in the target chamber, and when the target chamber is the first chamber, the liquid in the second chamber flows back to the liquid storage tank through the fourth pressure regulating valve under the extrusion of the piston, and when the target chamber is the second chamber, the liquid in the first chamber flows back to the liquid storage tank through the third pressure regulating valve under the extrusion of the piston. The steering system according to claim 9 or 10, characterized in that The transmission part comprises a first piston, a second piston, a fixed baffle, a first piston push rod and a second piston push rod. The fixed baffle is vertically arranged in the hydraulic cylinder to form a first chamber and a second chamber, the first piston is vertically arranged in the first chamber to form a first sub-chamber away from the fixed baffle and a second sub-chamber close to the fixed baffle, and the second piston is vertically arranged in the second chamber to form a third sub-chamber close to the fixed baffle and a fourth sub-chamber away from the fixed baffle; the liquid outlet of the first pressure regulating valve is connected to the second sub-chamber in the hydraulic cylinder through the first inlet of the hydraulic cylinder, the liquid outlet of the second pressure regulating valve is connected to the third sub-chamber in the hydraulic cylinder through the second inlet of the hydraulic cylinder, the liquid inlet of the third pressure regulating valve is connected to the second sub-chamber of the hydraulic cylinder through the first outlet of the hydraulic cylinder, and the liquid inlet of the fourth pressure regulating valve is connected to the third sub-chamber of the hydraulic cylinder through the second outlet of the hydraulic cylinder; the first piston push rod is vertically connected to the first piston away from the fixed baffle and passes through the first sub-chamber to be connected to the clutch, and the second piston push rod is vertically connected to the second piston away from the fixed baffle and passes through the fourth sub-chamber to be connected to the clutch. The target piston is used to drive the steering actuator to steer under the action of the high-pressure liquid in the target chamber through the first piston push rod, the second piston push rod and the closed clutch, wherein when the target chamber is the second sub-chamber, the target piston is the first piston, and the liquid in the third sub-chamber flows back to the liquid storage tank through the fourth pressure regulating valve under the extrusion of the second piston; when the target chamber is the third sub-chamber, the target piston is the second piston, and the liquid in the second sub-chamber flows back to the liquid storage tank through the third pressure regulating valve under the extrusion of the first piston. The steering system according to claim 3, characterized in that The power supply part comprises an electromagnetic coil and a power supply device. The redundant steering ECU is in communication connection with the power supply device, the power supply device is in electrical connection with the electromagnetic coil, and part of the transmission part is located inside the electromagnetic coil. The redundant steering ECU is specifically used for determining the target current size and the target current direction of the electromagnetic coil according to the latest steering target, sending an energization instruction to the power supply device, and carrying the target current size and the target current direction in the energization instruction. The power supply device supplies power to the electromagnetic coil based on the target current size and the target current direction in response to the energization instruction, so that the electromagnetic coil applies electromagnetic force to the transmission part. The steering system according to claim 13, characterized in that The transmission part comprises a conductive slider, a first slider push rod and a second slider push rod. The conductive sliding block is arranged in the electromagnetic coil, the first sliding block push rod is vertically connected to the first side of the conductive sliding block and passes through the first end of the electromagnetic coil to be connected with the clutch, and the second sliding block push rod is vertically connected to the second side of the conductive sliding block and passes through the second end of the electromagnetic coil to be connected with the clutch. The conductive sliding block is arranged in the electromagnetic coil, the first sliding block push rod is vertically connected to the first side of the conductive sliding block and passes through the first end of the electromagnetic coil to be connected with the clutch, and the second sliding block push rod is vertically connected to the second side of the conductive sliding block and passes through the second end of the electromagnetic coil to be connected with the clutch. A vehicle characterized by comprising: The conductive sliding block is arranged in the electromagnetic coil, the first sliding block push rod is vertically connected to the first side of the conductive sliding block and passes through the first end of the electromagnetic coil to be connected with the clutch, and the second sliding block push rod is vertically connected to the second side of the conductive sliding block and passes through the second end of the electromagnetic coil to be connected with the clutch. The conductive sliding block is arranged in the electromagnetic coil, the first sliding block push rod is vertically connected to the first side of the conductive sliding block and passes through the first end of the electromagnetic coil to be connected with the clutch, and the second sliding block push rod is vertically connected to the second side of the conductive sliding block and passes through the second end of the electromagnetic coil to be connected with the clutch. The conductive sliding block is arranged in the electromagnetic coil, the first sliding block push rod is vertically connected to

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