CN115520267A - Fault response method and fault response system for steering control system - Google Patents

Fault response method and fault response system for steering control system Download PDF

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Publication number
CN115520267A
CN115520267A CN202210004524.2A CN202210004524A CN115520267A CN 115520267 A CN115520267 A CN 115520267A CN 202210004524 A CN202210004524 A CN 202210004524A CN 115520267 A CN115520267 A CN 115520267A
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China
Prior art keywords
fault
failure
control system
steering control
master controller
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Pending
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CN202210004524.2A
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Chinese (zh)
Inventor
徐文进
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Priority to CN202210004524.2A priority Critical patent/CN115520267A/en
Publication of CN115520267A publication Critical patent/CN115520267A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The invention relates to a fault response method and a fault response system for a steering control system, wherein the fault response method comprises the following steps: receiving at least one fault signal from a steering control system; determining fault status information from the fault signal, the fault status information including at least one of: the fault occurrence position, the fault point number and the fault danger level; and controlling the steering control system according to the fault state information so that the steering control system selectively starts a normal operation mode, a fault operation mode or a stop operation mode. The fault response method provided by the invention makes different responses aiming at the conditions that the steering control system has faults at different positions and the danger level corresponding to each fault, so that the redundant parts of the steering control system can be fully utilized to realize the control of the motor torque even if the steering control system has faults at more than two different positions.

Description

Fault response method and fault response system for steering control system
Technical Field
The present invention relates to the technical field of operation control of a steering control system, and more particularly, to a fault response method and a fault response system for a steering control system.
Background
For an autonomously driven vehicle, an electro-hydraulic steering control system thereof is required to have the capability of interfacing with an autonomous steering mode in the case of a single point of failure or in the case where the driver's driving operation intention is not detected. Therefore, with respect to such a fault response method of the steering control system, a situation of a single point of failure is generally regarded as a situation where the failure is operable, which means that the steering control system can be operated only when only one of the master controller, the slave controller, and the redundant channel of the steering control system fails. If two or more faults occur in the main controller, the auxiliary controller and the redundant channel of the steering control system, the steering control system stops running.
However, in practice, if the master controller and the slave controller in the steering control system do not fail at the same time, the steering control system can still operate in the case of a two-point failure or more. Therefore, the steering control system is stopped simply because two or more points fail, which makes poor use of redundant components in the steering control system.
Disclosure of Invention
In view of the above problems, the present invention provides a novel fault response method for a steering control system, which is capable of responding differently to conditions of occurrence of faults at different positions of the steering control system and a risk level corresponding to each fault, so that even if the steering control system fails at two or more different positions thereof, control of motor torque can be achieved by making full use of redundant components thereof.
According to one aspect, the present invention provides a fault response method for a steering control system configured to control an output torque of a motor and including a master controller, a slave controller, and first and second redundant channels bi-directionally transmitting signals between the master controller and the slave controller, wherein the fault response method includes: receiving at least one fault signal from the steering control system; determining fault status information from the fault signal, the fault status information including at least one of: the fault occurrence position, the fault point number and the fault danger level; and controlling the steering control system according to the fault state information so that the steering control system selectively starts a normal operation mode, a fault operation mode or a stop operation mode.
According to a preferred embodiment of the present invention, the steering control system is caused to operate in the normal operation mode when the failure risk levels corresponding to all the failures are less than or equal to a predetermined risk level.
According to a preferred embodiment of the present invention, the steering control system is caused to start the stop operation mode when a failure having a failure risk level greater than a predetermined risk level includes both a failure from the master controller and a failure from the slave controller.
According to a preferred embodiment of the present invention, the steering control system is caused to operate in the failure operational mode when the failure having the failure risk level greater than the predetermined risk level includes a failure from the master controller or a failure from the slave controller, or when the failure having the failure risk level greater than the predetermined risk level does not include both a failure from the master controller and a failure from the slave controller.
According to a preferred embodiment of the present invention, when a failure having a failure risk level greater than a predetermined risk level includes a failure from one of the master controller and the slave controller, one of the master controller and the slave controller is stopped while the other of the master controller and the slave controller is caused to control the motor.
According to a preferred embodiment of the present invention, when the number of failures having a failure risk level greater than a predetermined risk level is two and two failures are from the first redundant channel and the second redundant channel, respectively, or when the number of failures having a failure risk level greater than a predetermined risk level is one and the one failure is from one of the first redundant channel and the second redundant channel, the master controller and the slave controller are caused to control the motor together.
According to another aspect, the present invention provides a fault response system for performing the above fault response method, the fault response system comprising: an information receiving portion configured to receive at least one fault signal from the steering control system; a fault determination section configured to determine fault status information from the fault signal, the fault status information including at least one of: fault occurrence position, fault point number and fault danger level; and a failure response portion configured to control the steering control system in accordance with the failure state information to cause the steering control system to selectively start a normal operation mode, a failure operable mode, or a stop operation mode.
Therefore, the fault response method and the system thereof can respond differently to the conditions that faults occur at different positions of the steering control system and the danger level corresponding to each fault, so that even if the steering control system fails at more than two different positions of the steering control system, redundant parts of the steering control system can be fully utilized to control the torque of the motor, and the working efficiency of the steering control system can be improved.
Drawings
Features, advantages and technical effects of exemplary embodiments of the present invention will be described below by referring to the accompanying drawings.
Fig. 1 shows a schematic block diagram of a steering control system according to the invention.
Fig. 2 shows a schematic block diagram of a fault response system according to the present invention.
Fig. 3 shows a schematic flow chart of a fault response method according to the invention.
Fig. 4 shows a table of correspondence between failure occurrence positions and operation modes according to the present invention.
Detailed Description
The embodiments of the present invention will be described in further detail with reference to the drawings and examples. The following detailed description of the embodiments and the accompanying drawings are provided to illustrate the principles of the invention, but are not intended to limit the scope of the invention, i.e., the invention is not limited to the described embodiments.
The steering control system according to the invention is described below with reference to fig. 1, where fig. 1 shows a schematic block diagram of the steering control system according to the invention. As shown in fig. 1, the steering control system is configured to control the output torque of the motor, and includes a master controller (i.e., master ECU), a slave controller (i.e., slave ECU), and first and second redundant channels for bidirectionally transmitting signals between the master and slave controllers, which are respectively connected to a bus of a vehicle to which the steering control system is attached. The master and slave controllers may exchange information with each other via the first and second redundant channels, and information such as ECU health status information, system survival status information, redundant channel communication diagnostic information, etc. may be transmitted bi-directionally between the master and slave controllers, but torque control commands and assist motor control commands may be transmitted only uni-directionally from the master controller to the slave controller and not from the slave controller to the master controller. That is, the slave controller can calculate a torque control command and execute the torque control command of the slave controller only when the master controller fails.
A fault response system and a fault response method performed thereby according to the present invention will be described below with reference to fig. 2 to 4. As shown in fig. 2, the fault response system 100 according to the present invention includes an information receiving part 10, a fault determining part 20, and a fault response part 30, wherein the information receiving part 10, the fault determining part 20, and the fault response part 30 may be in wired or wireless communication with each other.
The information receiving part 10 may communicate with the steering control system to receive at least one fault signal from the steering control system (step S310). Each fault signal may include fault address information and fault type information that facilitates determination of the following fault status information.
The failure determining section 20 may determine failure status information from the failure signal (step S320). The fault status information may include, but is not limited to: fault occurrence location, number of fault points, and fault risk level. Here, the failure determination section 20 may determine the failure occurrence position based on the failure address information. Since the received failure signal may come from any of the master controller, the slave controller, the first redundant channel, and the second redundant channel of the steering control system, the failure occurrence location herein may be defined to include the master controller, the slave controller, the first redundant channel, and the second redundant channel. The failure from the master controller may include, but is not limited to: faults related to the master control itself, and faults related to other components associated with or connected to the master controller (steering wheel torque angle sensor, power supply, motor, vehicle bus, etc.). Failures from the slave controller may include, but are not limited to: faults related to the slave controller itself, and faults related to other components associated with or connected to the slave controller (steering wheel torque angle sensor, power supply, motor, vehicle bus, etc.). Faults from the first redundant channel and the second redundant channel include failure to effectively monitor any of health status information, system survival status information, redundant channel communication diagnostic information, torque control commands, and power motor control commands.
The failure specifying unit 20 may specify the number of failure points from the failure address information. Here, a failure occurring at the same position is defined as one failure point number. For example, for the main controller, no matter how many faults occur in the main controller, as long as the fault address information of the faults shows that the faults come from the main controller, the main controller is limited to generate a fault point number. Since four failure occurrence positions are defined above, the steering control system can occur four failure points at the maximum. Preferably, the number of fault points can also be obtained according to the determined fault occurrence position. For example, if the failure locations are determined to be the master controller and the slave controller, the number of failure points in the steering control system may be determined to be two points. In the present invention, the number of failure points in the steering control system can be found using at least one of the failure address information and the failure occurrence position.
Further, the failure determination unit 20 may determine a failure risk level corresponding to the failure signal based on the failure type information. The fault type information may include, but is not limited to: loss of information that is not significantly or relevant to motor torque control (e.g., vehicle bus data), abnormal changes (e.g., spikes or decays) in sensed data (e.g., voltage, current, or temperature, etc.), and loss of information relevant to motor torque control (e.g., power supply signal, torque angle sensor sensed data, or motor output torque, etc.). Here, a level corresponding to the loss of information that is not largely or not related to the motor torque control may be defined as a primary risk level (i.e., a predetermined risk level described later), a level corresponding to an abnormal change in the detection data may be defined as a secondary risk level, and a level corresponding to the loss of information related to the motor torque control may be defined as a tertiary risk level, where the primary risk level has a severity less than that of the secondary risk level, and the secondary risk level has a severity less than that of the tertiary risk level. Three different risk levels are defined herein, but the present invention is not limited thereto and four or more different risk levels may be defined.
After the fault determining part 20 determines fault status information such as a fault occurrence location, a number of fault points, and a fault risk level, the fault responding part 30 may control the steering control system according to the above determined fault status information to cause the steering control system to selectively start a normal operation mode, a fault operable mode, or a stop operation mode (step S330). Wherein the normal operation mode is a mode in which the steering control system can continue to operate in an original state. The failure operable mode refers to a mode in which only one of the master controller and the slave controller of the steering control system takes over all or part of the control functions while the other of the master controller and the slave controller stops operating, or a mode in which both the master controller and the slave controller realize all the control functions together. Thus, the failure operational mode is also referred to as a fault tolerant mode. The stop operating mode refers to a mode in which neither the master controller nor the slave controller can provide a motor torque output.
In the following, referring to fig. 4, a detailed description is given of possible situations where faults occur at different locations and the steering control system responds to the faults, and it is noted that the danger levels corresponding to the faults listed in fig. 4 are all greater than a predetermined danger level, i.e. greater than one danger level.
First, a case where a one-point failure occurs will be described. When the number of the fault points is one and the fault danger level corresponding to the fault point is less than or equal to the preset danger level, namely the first danger level, the fault point is not greatly related or unrelated to the motor torque control, and at the moment, the steering control system is operated in a normal operation mode no matter which one of the master controller, the slave controller, the first redundancy channel and the second redundancy channel the fault point comes from. The case where the number of failure points is one point and the failure risk level corresponding to the failure of the point is greater than the predetermined risk level is described below with reference to fig. 4.
When the number of the fault points is one point and the fault danger level corresponding to the fault point is greater than a preset danger level (namely, more than two danger levels), if the fault point comes from the main controller, the main controller provides a fault signal for indicating the main controller to have a fault to the vehicle bus, then the main controller stops running within preset time (for example, several milliseconds), and meanwhile, the sub-controller controls the motor independently, namely, the sub-controller takes over all control functions of the steering control system; if the fault of the point comes from the slave controller, the slave controller provides a fault signal indicating that the slave controller has the fault to the vehicle bus, then the slave controller stops running within preset time, and simultaneously the master controller controls the motor independently, namely the master controller takes over all control functions of the steering control system; if the point of failure is from one of the first redundant channel and the second redundant channel, then the master controller and the slave controller are caused to provide a failure signal to the vehicle bus indicating that one of the first redundant channel and the second redundant channel has failed, and the master controller and the slave controller are caused to collectively control the motor, e.g., the master controller and the slave controller each assume a portion of the control function.
Next, a case where a two-point failure occurs will be described. When the number of the failure points is two points and the failure risk level corresponding to the failures of all the two points is less than or equal to the predetermined risk level (namely, the first-level risk level), this means that the failures of all the two points are not greatly related or unrelated to the motor torque control, and at this time, the steering control system is operated in the normal operation mode no matter which two of the master controller, the slave controller, the first redundant channel and the second redundant channel the failures of all the two points come from. The case where the number of failure points is two and the failure risk level corresponding to the failure of all two points is greater than the predetermined risk level is described below with reference to fig. 4.
When the number of the fault points is two and the fault danger level corresponding to the two faults is greater than the preset danger level, namely the danger level more than two levels, if the two faults are respectively from the main controller and the slave controller, the steering control system starts a stop operation mode, namely the main controller and the slave controller stop operating within the preset time.
If one of the two-point failures is from the master controller and the other of the two-point failures is from one of the first redundant channel and the second redundant channel, then causing the master controller to provide a failure signal to the vehicle bus indicating the failure of the master controller, then causing the master controller to stop operating for a predetermined time while causing the slave controller to provide a failure signal to the vehicle bus indicating the failure of one of the first redundant channel and the second redundant channel, and causing the slave controller to control the motor alone upon receiving the failure signal indicating the failure of the master controller. Specifically, the slave controller assumes part of the control functions before receiving a failure signal indicating that the master controller has failed, but takes over all the control functions of the steering control system after receiving the failure signal indicating that the master controller has failed.
If one of the two-point failures is from the slave controller and the other of the two-point failures is from one of the first redundant channel and the second redundant channel, the slave controller provides a failure signal indicating that the slave controller has failed to the vehicle bus, and then the slave controller stops operating for a predetermined time, while the master controller provides a failure signal indicating that one of the first redundant channel and the second redundant channel has failed to the vehicle bus, and the master controller controls the motor alone upon receiving the failure signal indicating that the slave controller has failed. That is, the master controller assumes part of the control functions before receiving a failure signal indicating that the slave controller has failed, but takes over all the control functions of the steering control system after receiving the failure signal indicating that the slave controller has failed.
If two points of failure come from the first redundant channel and the second redundant channel respectively, the master controller and the slave controller are enabled to jointly control the motor, for example, the master controller and the slave controller are enabled to respectively bear partial control functions, and the master controller and the slave controller are enabled to provide fault signals indicating that the first redundant channel and the second redundant channel are failed to the vehicle bus.
Next, a case where a three-point failure occurs will be described. When the number of the fault points is three and the fault danger level corresponding to all the three-point faults is less than or equal to the preset danger level, namely the first-level danger level, the fault points mean that all the three-point faults are not greatly related or unrelated to the motor torque control, and the steering control system can operate in a normal operation mode no matter which three of the main controller, the slave controller, the first redundancy channel and the second redundancy channel the three-point faults come from. The case where the number of failure points is three and the failure risk level corresponding to all three-point failures is greater than the predetermined risk level is described below with reference to fig. 4.
When the number of the fault points is three and the fault danger level corresponding to the fault of the three points is greater than the preset danger level, namely the danger level more than two levels, if the faults of the two points in the three-point faults are respectively from the master controller and the slave controller, the steering control system starts a stop operation mode, namely the master controller and the slave controller stop operating within preset time.
If one of the three point failures is from the master controller and the other two of the three point failures are from the first redundant channel and the second redundant channel, respectively, then the master controller is caused to provide a fault signal to the vehicle bus indicating that the master controller is faulty and, if possible, both the first redundant channel and the second redundant channel are faulty, and the master controller is caused to stop operating for a predetermined time while the slave controller is caused to provide a fault signal to the vehicle bus indicating that both the first redundant channel and the second redundant channel are faulty and the slave controller is caused to control the motors individually, but in this case, the slave controller assumes only part of the motor control functions.
If one of the three point faults is from the slave controller and the other two of the three point faults are from the first redundant channel and the second redundant channel, respectively, then the slave controller is caused to provide a fault signal to the vehicle bus indicating that the slave controller has failed and if possible a fault signal indicating that both the first redundant channel and the second redundant channel have failed, and the slave controller is caused to cease operation for a predetermined time while the master controller is caused to provide a fault signal to the vehicle bus indicating that both the first redundant channel and the second redundant channel have failed, and the master controller is caused to control the motor alone, but in this case the master controller assumes only part of the motor control functions.
Similarly, when the number of failure points is four and the failure risk level corresponding to all four-point failures is less than or equal to the predetermined risk level, which is the primary risk level, this means that all four-point failures are not much related or related to the motor torque control, and at this time, even if a failure occurs in both the master controller and the slave controller, the steering control system can be operated in the normal operation mode because the failure risk level is less than or equal to the predetermined risk level.
In addition, when the number of the fault points is four and the fault danger level corresponding to the four-point fault is greater than the preset danger level, namely the fault danger level is more than two levels, which means that the fault danger level greater than the preset danger level occurs in both the master controller and the slave controller, at the moment, the steering control system starts a stop operation mode, namely, the master controller and the slave controller stop operating within the preset time
As can be seen, according to the failure response method of the present invention, even if the steering control system has a failure in which two or more points are from different locations and the failure risk level is greater than the predetermined risk level, if the failures do not include the failure from the master controller and the failure from the slave controller or the failure from the master controller and the failure from the slave controller at the same time, the steering control system can be operated in the failure operable mode, which enables the steering control system to more fully utilize its redundant components while maintaining control over the motor or to implement control over the motor in a degraded performance manner. This means, in particular, that the fault response method according to the invention makes it possible to extend the duration of the control of the electric machine by the steering control system.
Furthermore, the fault response method according to the present invention can be implemented by a computer software module, wherein each included functional module and module unit can correspond to a specific hardware circuit in an integrated circuit structure, so that the corresponding technical problem is solved and the corresponding technical effect is obtained, not only relating to the improvement of the specific hardware circuit, but also relating to the application of control software or a computer program, that is, the present invention can solve the technical problem to be solved and obtain the corresponding technical effect by utilizing the improvement of the hardware circuit structure and the corresponding computer program related to the modules and units.
While the invention has been described with reference to a preferred embodiment, various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention, and particularly, features shown in the various embodiments may be combined in any suitable manner without departing from the scope of the invention. It is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.

Claims (7)

1. A fault response method for a steering control system configured to control an output torque of a motor and including a master controller, a slave controller, and first and second redundant channels that bidirectionally communicate signals between the master controller and the slave controller, wherein the fault response method comprises:
receiving at least one fault signal from the steering control system;
determining fault status information from the fault signal, the fault status information including at least one of: the fault occurrence position, the fault point number and the fault danger level; and
and controlling the steering control system according to the fault state information so that the steering control system selectively starts a normal operation mode, a fault operation mode or a stop operation mode.
2. The fault response method of claim 1,
and when the fault danger levels corresponding to all faults are less than or equal to the preset danger level, enabling the steering control system to operate in the normal operation mode.
3. The fault response method according to claim 1 or 2,
causing the steering control system to initiate the stop mode of operation when a fault having a fault risk level greater than a predetermined risk level includes both a fault from the master controller and a fault from the slave controller.
4. The fault response method according to claim 1 or 2,
operating the steering control system in the failure operable mode when a failure with a failure risk level greater than a predetermined risk level includes a failure from the master controller or a failure from the slave controller, or when a failure with a failure risk level greater than a predetermined risk level does not include both a failure from the master controller and a failure from the slave controller.
5. The fault response method of claim 4,
when a fault having a fault risk level greater than a predetermined risk level includes a fault from one of the master controller and the slave controller, one of the master controller and the slave controller is deactivated while the other of the master controller and the slave controller is caused to control the motor.
6. The fault response method of claim 4,
when the number of the failure points with failure danger levels larger than a preset danger level is two and the two failures come from the first redundant channel and the second redundant channel respectively, or when the number of the failure points with failure danger levels larger than the preset danger level is one and the one failure comes from one of the first redundant channel and the second redundant channel, the master controller and the slave controller are enabled to control the motor together.
7. A fault response system for a steering control system configured to control an output torque of a motor and including a master controller, a slave controller, and first and second redundant channels that bidirectionally transfer signals between the master controller and the slave controller, wherein the fault response system is capable of performing the fault response method according to any one of claims 1 to 6, wherein the fault response system comprises:
an information receiving portion configured to receive at least one fault signal from the steering control system;
a fault determination section configured to determine fault status information from the fault signal, the fault status information including at least one of: the fault occurrence position, the fault point number and the fault danger level; and
a fault response portion configured to control the steering control system according to the fault state information to cause the steering control system to selectively start a normal operation mode, a fault operable mode, or a stop operation mode.
CN202210004524.2A 2022-01-04 2022-01-04 Fault response method and fault response system for steering control system Pending CN115520267A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210004524.2A CN115520267A (en) 2022-01-04 2022-01-04 Fault response method and fault response system for steering control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210004524.2A CN115520267A (en) 2022-01-04 2022-01-04 Fault response method and fault response system for steering control system

Publications (1)

Publication Number Publication Date
CN115520267A true CN115520267A (en) 2022-12-27

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Application Number Title Priority Date Filing Date
CN202210004524.2A Pending CN115520267A (en) 2022-01-04 2022-01-04 Fault response method and fault response system for steering control system

Country Status (1)

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