REDUNDANT CONTROL UNIT FOR A MOTOR VEHICLE STEERING SYSTEM

Abstract

A motor vehicle steering system may include an electric motor and a control unit that controls the electric motor. The control unit may have at least two redundant control paths for controlling the electric motor and an asymmetry detection device. The asymmetry detection device may be configured to compare electric current intensities of the at least two redundant control paths and to cause a faulty control path to be interrupted when there is asymmetry. Each of the at least two redundant control paths may include a switching element that is connected to the asymmetry detection device for interrupting the respective redundant control path.

Claims

1.-17. (canceled)

18. A motor vehicle steering system comprising: an electric motor; and a control unit that controls the electric motor, wherein the control unit includes at least two redundant control paths for controlling the electric motor, and an asymmetry detection device configured to compare electric current intensities of the at least two redundant control paths and to cause a faulty control path to be interrupted when asymmetry exists.

19. The motor vehicle steering system of claim 18 wherein each of the at least two redundant control paths includes a switching element that is connected to the asymmetry detection device for interrupting the respective redundant control path.

20. The motor vehicle steering system of claim 18 wherein each of the at least two redundant control paths includes a current measuring device configured to measure the respective electric current density.

21. The motor vehicle steering system of claim 20 wherein each of the at least two redundant control paths includes an inverter, with the current measuring device being disposed upstream of the inverter in a signal direction.

22. The motor vehicle steering system of claim 18 wherein each of the at least two redundant control paths includes a separate power source.

23. The motor vehicle steering system of claim 18 wherein each of the at least two redundant control paths includes a separate interface to a motor control unit of the electric motor.

24. The motor vehicle steering system of claim 18 wherein the asymmetry detection device includes an operational amplifier.

25. The motor vehicle steering system of claim 18 wherein for each of the at least two redundant control paths the asymmetry detection device includes a latching comparator that is configured to compare a signal with a preset reference and to generate an output signal based on a comparison of the signal and the preset reference.

26. The motor vehicle steering system of claim 18 configured as an electromechanical motor vehicle power steering system that comprises: an upper steering shaft connected to a steering means; a lower steering shaft connected to the upper steering shaft via a torsion bar; and a torque sensor unit configured to sense a torque of a steering movement, wherein the torque is received at the upper steering shaft from a driver, wherein the electric motor is configured to assist the steering movement, wherein the control unit is configured to control the electric motor based on the torque that is sensed.

27. The motor vehicle steering system of claim 18 configured as a steer-by-wire steering system that comprises a steering actuator configured to act on steered wheels, wherein the steer-by-wire steering system is controlled electronically based on a driver steering request, wherein the steer-by-wire steering system is configured to act on the steered wheels by way of a steering gear, the steer-by-wire steering system comprising a feedback actuator configured to transmit reactions of a road to a steering wheel.

28. A method for controlling an electric motor of a motor vehicle steering system that includes a control unit with at least two redundant control paths and an asymmetry detection device, wherein each of the at least two redundant control paths includes a switching element and a current measuring device, the method comprising: measuring an electric current intensity in each current measuring device; comparing the electric current intensities with the asymmetry detection device; interrupting power supply to a faulty control path of the at least two redundant control paths with the respective switching element when a difference between the electric current intensities exceeds a predefined limiting value; and controlling the electric motor by way of a fault-free control path of the at least two redundant control paths.

29. The method of claim 28 wherein each of the at least two redundant control paths comprises an inverter, with the current measuring device being disposed upstream of the inverter in a signal direction.

30. The method of claim 28 wherein each of the at least two redundant control paths includes a separate power source.

31. The method of claim 28 wherein each of the at least two redundant control paths includes a separate interface to a motor control unit of the electric motor.

32. The method of claim 28 wherein the asymmetry detection device includes an operational amplifier.

33. The method of claim 28 wherein for each of the at least two redundant control paths the asymmetry detection device includes a latching comparator that compares an input signal with a preset reference voltage and generates an output signal based on a comparison of the input signal and the preset reference voltage.

34. The method of claim 33 comprising deactivating the latching comparator of the fault-free control path when one of the at least two redundant control paths becomes faulty.

Description

[0027] A preferred embodiment of the invention is explained in more detail below with reference to the drawings. Identical and functionally identical components are provided here with the same reference symbols in all the figures. In the drawings:

[0028] FIG. 1 shows a schematic illustration of an electromechanical power steering system, and

[0029] FIG. 2 shows a block diagram of a protection device for a motor controller.

[0030] FIG. 1 is a schematic illustration of an electromechanical motor vehicle power steering system 1 with a steering means 2 which is embodied as a steering wheel and is coupled in a co-rotational fashion to an upper steering shaft 3. The driver applies a corresponding torque as a steering command to the upper steering shaft 3 via the steering wheel 2. The torque is then transmitted to a steering pinion 5 via the upper steering shaft 3 and the lower steering shaft 4. The pinion 5 meshes in a known fashion with a toothed segment of a toothed rack 6. The toothed rack 6 is displaceably mounted in the direction of its longitudinal axis in a steering housing. At its free end, the toothed rack 6 is connected to tie rods 7 via ball and socket joints (not illustrated). The tie rods 7 themselves are connected in a known fashion to one steered wheel 8 each of the motor vehicle via stub axles. A rotation of the steering wheel 2 brings about, via the connection of the steering shaft 3 and of the pinion 5, longitudinal shifting of the toothed rack 6 and therefore pivoting of the steered wheels 8. The steered wheels 8 experience, via an underlying surface 80, a reaction which counteracts the steering movement. In order to pivot the wheels 8, there is therefore a need for a force which requires a corresponding torque at the steering wheel 2. An electric motor 9 of a servo unit 10 is provided in order to assist the driver during this steering movement. The upper steering shaft 3 and the lower steering shaft 4 are coupled to one another in a rotationally elastic fashion via a torsion bar (not shown). A torque sensor unit 11 senses the rotation of the upper steering shaft 3 with respect to the lower steering shaft 4 as a measure of the torque which is manually applied to the steering shaft 3 or the steering wheel 2. A control unit 12 calculates the steering assistance as a function of the torque measured by the torque sensor unit 11, and said steering assistance is made available to the driver by the servo unit 10. The control unit 12 is of redundant design. The servo unit can be coupled here as a power steering assistance device either to a steering shaft, to the steering pinion or to the toothed rack. The respective power steering assistance system inputs a power steering torque into the steering wheel, the steering pinion and/or into the toothed rack, which assists the driver during the steering work. The servo unit 10 which is shown in FIG. 1 acts via a belt drive 13 on a ball screw 14 whose screw spindle is formed on the toothed rack 6.

[0031] The redundantly configured control unit 12 is illustrated schematically in FIG. 2. The control unit 12 has two control paths 150, 160, which each comprise an inverter 151, 161 which is configured to convert the voltage signals into phase currents for controlling the motor phases. The electric motor 9 can be controlled via two control paths 150, 160 which are each separate from one another. However, it can also be provided that the electric motor 9 contains a plurality of coil sets or is composed of a plurality of separate motors whose rotational axles are mechanically coupled. In these cases, one control path is provided for controlling a coil set and one for controlling a motor, respectively. The current flowing into the two control paths 150, 160 is measured separately for each of the two control paths in the direction of the signals upstream of the corresponding inverter 151, 161, preferably by means of a current sensor 152, 162. The values of the two current measurements are input into an asymmetry detection device 17 which is configured to detect asymmetry of the current between the two control paths 150, 160. The asymmetry detection device 17 preferably has an operational amplifier. The consumption of current in the two control paths 150, 160 is normally the same. If a short circuit of the battery to ground occurs in one of the control paths 150, 160, in a first moment the current is fed back through existing intermediate circuit capacitors so that the signal of the faulty control path 150, 160 is in the opposite direction to the signal of the fault free control path 150, 160. The unbalance which is present between the two current consumption levels in the two control paths 150, 160 is detected in the asymmetry detection device 17. If the differential value exceeds a predefined limiting value, the faulty control path 150, 160 is disconnected from the battery, and the fault free control path 150, 160 assumes the control of the electric motor 9. The asymmetry detection device 17 preferably has, for each control path 150, 160, a latching comparator (not illustrated here) which compares the signal with a pre-set reference voltage and generates an output signal on the basis of this voltage comparison. A difference amplifier is preferably connected upstream of the comparator. In the faulty control path, the output signal causes the control path to be switched off. Switching elements 153, 154, 163, 164, which can be triggered by the comparator to interrupt the control path 150, 160, are provided in each control path 150, 160, upstream and downstream of the inverter 151, 161 in the direction of the signals. The switching elements 153, 163 disconnect the battery so that the voltage supply does not dip. The switching elements 154, 164 disconnect the motor so that the fault does not cause a braking torque.

[0032] The switching elements 153, 154, 163, 164 are preferably FETs, in particular MOSFETs.

[0033] A short circuit in one of the control paths 150, 160 can cause a transient overvoltage in the other fault free control path 150, 160. The transients can cause the fault free control path 150, 160 to switch off, since it cannot be ruled out that the overvoltage is detected as a short circuit in the asymmetry detection device 17. In order to prevent such an undesired event, a circuit (not illustrated here) for mutual deactivation of the comparators is provided. If a short circuit occurs in one of the control paths 150, 160 and if said short circuit is detected, the comparator of the fault free control path 150, 160 is deactivated for a brief period of time. In this way, it is possible to prevent transient overvoltage in the fault free control path 150, 160 from being interpreted as a short circuit.

[0034] There is preferably provision that the two control paths 150, 160 have a separate power supply, i.e. the power supply is also of redundant design.

[0035] The two control paths 150, 160 preferably have an interface (not illustrated here) to the motor control unit (MCU) which makes it possible to carry out motor tests, reset motor set-point values, switch the motor on and off and read back motor actual values.