CN103057585A - Control device and control method for variable transmission ratio of active steering system - Google Patents
Control device and control method for variable transmission ratio of active steering system Download PDFInfo
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- CN103057585A CN103057585A CN2013100150269A CN201310015026A CN103057585A CN 103057585 A CN103057585 A CN 103057585A CN 2013100150269 A CN2013100150269 A CN 2013100150269A CN 201310015026 A CN201310015026 A CN 201310015026A CN 103057585 A CN103057585 A CN 103057585A
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Abstract
The invention discloses a control device and a control method for a variable transmission ratio of an active steering system, and belongs to the technical field. The control device includes: the device comprises a conventional transmission ratio control module, a PID controller, a rotation angle motor, a current detector, a first accumulator, a second accumulator, a first transmission ratio correction module, a second transmission ratio correction module, a switch selector and a yaw rate state observer. The control method selects different additional corner compensation schemes of the corner motor according to the rotating speed signal of the steering wheel, the corner signal of the steering wheel and the corner acceleration signal of the steering wheel, considers the influence of the rotating speed signal of the steering wheel, the corner signal of the steering wheel and the corner acceleration signal of the steering wheel on an active steering system, selects different compensation schemes of the corner motor output additional corners when the vehicle is in different operation stability, and improves the control precision.
Description
Technical field
The invention discloses control setup and the control method of active front steering system variable ratio, belong to the technical field of steering swivel system control.
Background technology
As the active front steering system that extremely is rich in development prospect, it has guaranteed the portability that turns to, obtains satisfied steering feel with seasonal chaufeur.At present, the electric boosting steering system great majority adopt fixed drive ratio both at home and abroad, really made huge modification for hydraulic power-assisted steering, the shortcoming that the power steering size that it has avoided traditional hydraulic power-assist steering system to provide can not change with the raising of the speed of a motor vehicle.So so that vehicle has good ease of steering when low speed, when high speed, chaufeur obtains significant " road feel ", has reduced vehicle stability when running at high speed and the sense of security of chaufeur.Yet it also is complicated and changeable understanding a lot of complex situations of appearance and the road conditions of travelling of automobile in the vehicle traveling process.Fixed drive ratio is unfavorable for changing the performance of steering swivel system: it is partially heavy steering handwheel to occur easily under the low speed; And under high speed, the dangerous working conditions such as ovdersteering appear easily, there is hidden danger in the road-holding property of automobile.
Started the upsurge to the electric boosting steering system research of variable ratio function recent years both at home and abroad, and this has made very large progress with respect to fixed drive ratio.But the transmitting ratio of automobile is only adjusted in transmitting ratio control by vehicle speed signal, ignore bearing circle rotating speed and steering wheel angle acceleration/accel fully to the impact of steering swivel system road-holding property, simultaneously because the road conditions of running car are and complexity, can not be only the speed of a motor vehicle and steering wheel angle by automobile self determine transmitting ratio, in case there not be the stability of consideration automobile to occur how transmitting ratio being revised when unusual.The road-holding property of automobile not simultaneously, vehicle transmission than control required consideration factor very large difference is arranged.Therefore, must propose different transmitting ratio amendment schemes according to the difference of the operation stabilization situation of automobile, reduce some potential safety hazards that these defectives are brought.
Because automobile running working condition is very complicated, many-sided factors such as the survey precision of its onboard sensor, productive costs, a lot of vehicle-state variablees all can't obtain by sensor accurately, reliably; Existing onboard sensor also exists calibrated error and drift error simultaneously, and these problems have limited further developing of active steering system of vehicle variable ratio control.But the automobile yaw velocity is all playing vital effect as the important indicator of automobile operation stabilization to the evaluation of automobile operation stabilization and the aspects such as control of vehicle transmission ratio.For this reason, be necessary to utilize new control method fully, estimate the yaw velocity of automobile, reduce the use of onboard sensor, improve the reliability of yaw velocity signal.
Summary of the invention
Technical matters to be solved by this invention is the deficiency for the above-mentioned background technology, and control setup and the control method of active front steering system variable ratio is provided.
The present invention adopts following technical scheme for achieving the above object:
The control setup of active front steering system variable ratio comprises conventional transmitting ratio control module, PID controller, angle electrical machinery, current probe, the first accumulator/accum, the second accumulator/accum, the first transmitting ratio correcting module, the second transmitting ratio correcting module, switching selector, yaw velocity state observer; Wherein:
Described conventional transmitting ratio control module first input end connects car speed sensor, the second input termination steering wheel angle sensor, output termination the first accumulator/accum first input end;
Described yaw velocity state observer first input end connects car speed sensor, the second input termination front wheel angle sensor;
Described switching selector first input end connects the angle of roll sensor, the described yaw velocity state observer of the second input termination mouth;
The described switching selector mouth of described the first transmitting ratio correcting module control termination, first input end connects the bearing circle tachogen, the second input termination steering wheel angle acceleration pick-up, the second input end of described the first accumulator/accum of output termination;
The described switching selector mouth of described the second transmitting ratio correcting module control termination, first input end connects the angle of roll sensor, the described yaw velocity state observer of the second input termination mouth, described the first accumulator/accum of output termination the second input end;
The described angle electrical machinery mouth of described current probe input termination, described the first accumulator/accum of output termination the 3rd input end;
Described the first accumulator/accum mouth of described PID controller input termination, the described angle electrical machinery input end of output termination;
Described the second accumulator/accum first input end switches through the angle motor output end, the second input termination gear drive mouth, output termination rack and pinion steering gear input end.
The control setup of described active front steering system variable ratio also comprises vehicle speed signal filter, front wheel angle traffic filter;
Wherein: described vehicle speed signal filter input end connects car speed sensor, the described yaw velocity state observer of output termination first input end; The input termination front wheel angle sensor of described front wheel angle traffic filter, described yaw velocity state observer the second input end of output termination.
The control method of active front steering system variable ratio comprises the steps:
Step 4, the yaw velocity state observer obtains the yaw velocity signal according to car speed sensor output signal, front wheel angle sensor output signal;
If during automobile stable operation sexual abnormality: switching selector triggers the first transmitting ratio correcting module and obtains the first compensating current signal;
When if the automobile operational stability is normal: switching selector triggers the second transmitting ratio correcting module and obtains the second compensating current signal;
Step 6, the first accumulator/accum is take the described desirable angle electrical machinery output current signal of step 3 as the first variable, take the described compensating current signal of step 5 as the second variable, the angle electrical machinery actual output current signal of measuring take current probe obtains the input of PID controller as ternary;
The present invention adopts technique scheme, have following beneficial effect: the present invention has not only considered the impact of the speed of a motor vehicle on active front steering system, considered that also bearing circle tach signal, steering wheel angle signal, steering wheel angle acceleration signal are on the impact of active front steering system, when vehicle is in different operating stability, select the compensation scheme of different angle electrical machinery output additional rotation angles, improved control accuracy.Vehicle speed signal, front wheel angle signal are done the operation of eliminating interference, further improved control accuracy.
Description of drawings
Fig. 1 is the scheme drawing of active steering decorum variable ratio control setup.
Fig. 2 is the simulation block diagram of yaw velocity state observer.
Fig. 3 is the simulation block diagram of switching selector.
Fig. 4 is under external disturbance, the diagram of curves of the observed reading of yaw-rate sensor and the estimated valve of state observer.
The number in the figure explanation: 1 is pilot model, 2 is the bearing circle model, 3 is rotary angle transmitter, 4 is double planet circular system, 5 is rack and pinion steering gear, 6 is conventional transmitting ratio control module, 7 is current probe, 8 is the PID controller, 9 is angle electrical machinery, 10 is wheel, 11 is the first transmitting ratio correcting module, 12 is switching selector, 13 is the second transmitting ratio correcting module, and 14 is the yaw velocity state observer, and 16 is corner moment, 17 is steering wheel angle information, 18 is the steering wheel angle new signal, and 19 is double planet circular system output, and 20 is the rack and pinion steering gear incoming signal, 21 is vehicle speed signal, 22 is the angle electrical machinery output current signal, and 23 is PID controller input, and 24 is the angle electrical machinery incoming signal, 25 is the additional rotation angle signal, 26 is angle electrical machinery actual output current signal, and 27 is the front wheel angle signal, and 28 is the bearing circle tach signal, 29 is the steering wheel angle acceleration signal, 30 is the first compensation work signal, and 31 is the second compensation work signal, and 32 is the angle of roll signal, 33 for compensating your current signal, 34 is the yaw velocity signal, and 35 is car speed sensor, and 36 is the car speed sensor interference simulator, 37 is front wheel angle sensor disturbance simulator, 38 is the front wheel angle simulaed interference signal, and 39 is speed of a motor vehicle simulaed interference signal, and 40 is front wheel angle signal interference eliminator, 41 is the vehicle speed signal interference eliminator, 42 is the car load two-freedom model, and 43 is glitch-free front wheel angle signal, and 44 is glitch-free vehicle speed signal, 45 is transverse acceleration signal, 47 is angle of roll sensor disturbance simulator, and 48 is the angle of roll sensor, and 49 is angle of roll signal interference eliminator, 50 is the angle of roll simulaed interference signal, and 51 is glitch-free angle of roll signal.
The specific embodiment
Be elaborated below in conjunction with the technical scheme of accompanying drawing to invention:
Active front steering system comprises: bearing circle, rotary angle transmitter, double planet circular system, rack and pinion steering gear, wheel and car speed sensor.Active front steering system among the present invention has added angle of roll sensor, front wheel angle sensor, steering wheel angle acceleration pick-up, bearing circle tachogen, steering wheel angle sensor.
Car speed sensor: be used for detecting the speed of a motor vehicle of automobile, usually be installed in the driving axle housing.
Steering wheel angle sensor: be used for detecting steering wheel angle, usually be installed on the wheel steering tubular axis.
Bearing circle tachogen: be used for detecting the bearing circle rotating speed, usually be installed on the wheel steering tubular axis.
Steering wheel angle acceleration pick-up: be used for detecting the steering wheel angle acceleration/accel, usually be installed on the wheel steering tubular axis.
Angle of roll sensor: be used for detecting the inclination degree of automobile, usually be installed on the automobile bodies.
Front wheel angle sensor: be used for detecting the corner of front-wheel, usually be installed on front-wheel director.
Existing active front steering system variable ratio control setup comprises conventional transmitting ratio module, PID controller, angle electrical machinery, current probe, the first accumulator/accum, the second accumulator/accum.The vehicle speed signal that conventional transmitting ratio module only records according to car speed sensor obtains desirable angle electrical machinery output current signal.Cumulative desirable angle electrical machinery output current signal, the angle electrical machinery actual output current signal of the first accumulator/accum obtain PID controller input, ignored bearing circle tach signal, steering wheel angle acceleration signal to the impact of active front steering system operational stability.
Utilize simulation software structure active front steering system and variable ratio control setup as shown in Figure 1.Active front steering system comprises: pilot model 1, bearing circle model 2, rotary angle transmitter 3, double planet circular system 4, rack and pinion steering gear 5, wheel 10.Active front steering system variable ratio control setup comprises: conventional transmitting ratio control module 6, the first accumulator/accum, PID controller 8, angle electrical machinery 9, current probe 7, the second accumulator/accum, yaw velocity state observer 14, switching selector 12, the first transmitting ratio correcting module 11, the second transmitting ratio correcting module 13.Conventional transmitting ratio control module 6 first input ends connect car speed sensor, the second input termination steering wheel angle sensor, output termination the first accumulator/accum first input end.Yaw velocity state observer 14 first input ends connect car speed sensor, the second input termination front wheel angle sensor.Switching selector 12 first input ends connect the angle of roll sensor, the second input termination yaw velocity state observer 14 mouths.The first transmitting ratio correcting module 11 control termination switching selectors 12 mouths, first input end connects the bearing circle tachogen, the second input termination steering wheel angle acceleration pick-up, the second input end of output termination the first accumulator/accum.The second transmitting ratio correcting module 13 control termination switching selectors 12 mouths, first input end connects the angle of roll sensor, the second input termination yaw velocity state observer 14 mouths, output termination the first accumulator/accum the second input end.Current probe 7 input ends switch through angle motor 9 mouths, output termination the first accumulator/accum the 3rd input end.PID controller 8 input terminations the first accumulator/accum mouth, mouth switches through angle motor 9 input ends.The second accumulator/accum first input end switches through angle motor 9 mouths, double planet circular system 4 mouths of the second input termination, output termination rack and pinion steering gear 5 input ends.Wheel 10 connects rack and pinion steering gear 5 mouths.
Active front steering system variable ratio control setup principle of work of the present invention is as follows: chaufeur applies steering torque in bearing circle, bearing circle passes through steering column, double planet circular system, the bearing circle angular transposition is delivered to rack and pinion steering gear by gear drive, and rack and pinion steering gear drives wheel and turns over certain angle.Simultaneously, active front steering system is judged automobile running working condition, rotates certain angle by the double planet circular system of rotarily driving of angle electrical machinery.When active front steering system needed transmitting ratio larger, then the motor hand of rotation was opposite with the bearing circle hand of rotation; When active front steering system needs transmitting ratio hour, then the motor hand of rotation is consistent with the bearing circle hand of rotation.By double planet circular system wheel is applied an additional rotation angle, realized the function of active front steering system variable ratio.
The control method of active front steering system variable ratio comprises the steps:
Step 4, yaw velocity state observer 14 obtains yaw velocity signal 34 according to vehicle speed signal 21, front wheel angle signal 27;
If during automobile stable operation sexual abnormality: switching selector is exported the first compensation work signal 30 to trigger the first transmitting ratio correcting module, the first transmitting ratio correcting module is according to bearing circle tach signal 28(ω), steering wheel angle acceleration signal 29(α), default transmitting ratio characteristic surface is that k (ω, α) obtains the first compensating current signal;
When if the automobile operational stability is normal: switching selector is exported the second compensation work signal 31 to trigger the second transmitting ratio correcting module, the second transmitting ratio correcting module is according to angle of roll signal 32(β), yaw velocity 34(δ), default transmitting ratio characteristic surface is that k (β, δ) obtains the second compensating current signal;
Step 6, the first accumulator/accum is take the described desirable angle electrical machinery output current signal 22 of step 3 as the first variable, take the described compensating current signal 33 of step 5 as the second variable, the angle electrical machinery actual output current signal 26 of measuring take current probe 7 obtains PID controller input 23 as ternary;
The simulation block diagram of yaw velocity state observer as shown in Figure 2.Car speed sensor 35 output vehicle speed signal 21 and car speed sensor interference simulator 36 are sent speed of a motor vehicle simulaed interference signal 39 as the input of vehicle speed signal interference eliminator 41, obtain glitch-free vehicle speed signal 44.The front wheel angle signal 27 of front wheel angle sensor 34 output and front wheel angle sensor disturbance simulator 37 are sent front wheel angle simulaed interference signal 38 obtain glitch-free front wheel angle signal 43 as the input of front wheel angle signal interference eliminator 40.Simultaneously with glitch-free vehicle speed signal 44 and glitch-free front wheel angle signal 43 as the input of car load two-freedom model 42, obtain transverse acceleration signal 45.Yaw velocity state observer 14 by analyzing, calculating, obtains the yaw velocity signal 34 of automobile by receiving glitch-free vehicle speed signal 44 and transverse acceleration signal 45.
The simulation block diagram of switching selector as shown in Figure 3.The angle of roll simulaed interference signal 50 of the angle of roll signal 32 of angle of roll sensor 48 outputs and 47 outputs of angle of roll sensor disturbance simulator obtains glitch-free angle of roll signal 51 as the input of angle of roll signal interference eliminator 49.On off controller 12 accepts to come from the yaw velocity signal 34 of noiseless leaning angle signal 51 and 14 outputs of yaw velocity state observer, verifies noly to satisfy vehicle handling stability and turn mad, as the control signal of on off controller 12.Adopt when vehicle handling stability is normal, carry out the second transmitting ratio correction mould 13; When vehicle handling stability is unusual, then carry out the first transmitting ratio correction model 11.Switching selector 12 is input to angle electrical machinery model 9 with this angle electrical machinery current signal, and angle electrical machinery model 9 just applies an additional rotation angle to double planet circular system.
The objective appraisal index of vehicle handling stability does not in the industry cycle have clear and definite standard, because individual research requires different.Be to guarantee the safety of automobile, the switching selector described in the present invention is with: 0≤angle of roll β≤2.5 °, and 0≤yaw velocity δ≤0.3rad/s is the criterion of automobile operational stability.As angle of roll β, when yaw velocity δ satisfies above-mentioned criterion, it is normal to be judged to be vehicle handling stability, carries out the second transmitting ratio correction model; As angle of roll β, when yaw velocity δ satisfies above-mentioned criterion, judge that then vehicle handling stability is unusual, carry out the first transmitting ratio correction model.Described criterion only is a kind of judgment basis, and the condition that angle of roll β, yaw velocity δ specifically should satisfy requires to formulate according to research and development.
Fig. 4 is under external disturbance, the diagram of curves of the observed reading of yaw-rate sensor and the estimated valve of state observer.By upper figure as can be known, under external disturbance, the observed reading of yaw-rate sensor can produce certain fluctuation because of external interference, and can not be subjected to the impact of external disturbance by the yaw velocity estimated valve that state observer obtains, and the estimated valve curve is comparatively smooth-going.Therefore, the value of the yaw velocity that obtains by state observer is more accurate by sensor measurement, is not subjected to the impact of external disturbance.
Utilize active front steering system variable ratio control system of the present invention and control method: automobile for alleviating the chaufeur burden, reaches good ease of steering when low speed driving, the little corner of bearing circle, steering swivel system should have larger transmitting ratio; And running at high speed, during the large corner of bearing circle, in order to ensure driving safety, obtaining simultaneously good steering feel, steering swivel system should have less transmitting ratio.Therefore, in active front steering system, realize the variable-speed ratio function, realize that the perfection of motor turning portability and steering feel is merged, and safety and the alerting ability of automobile organically can also be merged, be a kind of desirable steering swivel system, have broad application prospects.
In sum, the present invention has not only considered the impact of the speed of a motor vehicle on active front steering system, considered that also bearing circle tach signal, steering wheel angle signal, steering wheel angle acceleration signal are on the impact of active front steering system, when vehicle is in different operating stability, select the compensation scheme of different angle electrical machinery output additional rotation angles, improved control accuracy.Vehicle speed signal, front wheel angle signal are done the operation of eliminating interference, further improved control accuracy.
Claims (3)
1. the control setup of active front steering system variable ratio, comprise conventional transmitting ratio control module, PID controller, angle electrical machinery, current probe, the first accumulator/accum, the second accumulator/accum, it is characterized in that the control setup of described active front steering system variable ratio also comprises: the first transmitting ratio correcting module, the second transmitting ratio correcting module, switching selector, yaw velocity state observer; Wherein:
Described conventional transmitting ratio control module first input end connects car speed sensor, the second input termination steering wheel angle sensor, output termination the first accumulator/accum first input end;
Described yaw velocity state observer first input end connects car speed sensor, the second input termination front wheel angle sensor;
Described switching selector first input end connects the angle of roll sensor, the described yaw velocity state observer of the second input termination mouth;
The described switching selector mouth of described the first transmitting ratio correcting module control termination, first input end connects the bearing circle tachogen, the second input termination steering wheel angle acceleration pick-up, the second input end of described the first accumulator/accum of output termination;
The described switching selector mouth of described the second transmitting ratio correcting module control termination, first input end connects the angle of roll sensor, the described yaw velocity state observer of the second input termination mouth, described the first accumulator/accum of output termination the second input end;
The described angle electrical machinery mouth of described current probe input termination, described the first accumulator/accum of output termination the 3rd input end;
Described the first accumulator/accum mouth of described PID controller input termination, the described angle electrical machinery input end of output termination;
Described the second accumulator/accum first input end switches through the angle motor output end, the second input termination gear drive mouth, output termination rack and pinion steering gear input end.
2. the control setup of active front steering system variable ratio according to claim 1 is characterized in that the control setup of described active front steering system variable ratio also comprises vehicle speed signal filter, front wheel angle traffic filter;
Wherein: described vehicle speed signal filter input end connects car speed sensor, the described yaw velocity state observer of output termination first input end; The input termination front wheel angle sensor of described front wheel angle traffic filter, described yaw velocity state observer the second input end of output termination.
3. the control method of active front steering system variable ratio is characterized in that comprising the steps:
Step 1 makes up active front steering system variable ratio control setup as claimed in claim 1 or 2;
Step 2, chaufeur applies corner moment to the bearing circle of active front steering system;
Step 3, the vehicle speed signal that conventional transmitting ratio module records according to car speed sensor, the steering wheel angle signal that steering wheel angle sensor records obtain desirable angle electrical machinery output current signal;
Step 4, the yaw velocity state observer obtains the yaw velocity signal according to car speed sensor output signal, front wheel angle sensor output signal;
Step 5, switching selector is judged vehicle handling stability according to angle of roll sensor output signal, yaw velocity signal, triggers the work of transmitting ratio correcting module and is compensated current signal, concrete mode is as follows:
If during automobile stable operation sexual abnormality: switching selector triggers the first transmitting ratio correcting module and obtains the first compensating current signal;
When if the automobile operational stability is normal: switching selector triggers the second transmitting ratio correcting module and obtains the second compensating current signal;
Step 6, the first accumulator/accum is take the described desirable angle electrical machinery output current signal of step 3 as the first variable, take the described compensating current signal of step 5 as the second variable, the angle electrical machinery actual output current signal of measuring take current probe obtains the input of PID controller as ternary;
Step 7, PID controller are processed the first accumulator/accum output and are obtained the angle electrical machinery incoming signal, angle electrical machinery output additional rotation angle signal;
Step 8, the second accumulator/accum take the gear drive output as the second variable, obtains the rack and pinion steering gear incoming signal take the described additional rotation angle signal of step 7 as the first variable, wheel motion under the rack-and-gear rot drives.
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| CN105128928A (en) * | 2015-09-11 | 2015-12-09 | 南京航空航天大学 | Electronically controlled hydraulic power steering system having transmission ratio changing function and control method thereof |
| CN106428204A (en) * | 2016-11-15 | 2017-02-22 | 南京航空航天大学 | Driving combined steering system, torque control device and torque control method |
| CN106769114A (en) * | 2017-03-06 | 2017-05-31 | 吉林大学 | Motor turning gearratio measurement apparatus and method |
| CN107792169A (en) * | 2017-11-07 | 2018-03-13 | 长春工业大学 | A kind of EPS steering wheels mutation torque modification method for merging active front wheel steering |
| CN115675627A (en) * | 2022-11-14 | 2023-02-03 | 中国第一汽车股份有限公司 | Electric power steering system with steering transmission ratio adjusting function and control method |
| CN116198596A (en) * | 2023-03-22 | 2023-06-02 | 中国第一汽车股份有限公司 | Curve driving control method, device, equipment and medium for steer-by-wire vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN105128928A (en) * | 2015-09-11 | 2015-12-09 | 南京航空航天大学 | Electronically controlled hydraulic power steering system having transmission ratio changing function and control method thereof |
| CN106428204A (en) * | 2016-11-15 | 2017-02-22 | 南京航空航天大学 | Driving combined steering system, torque control device and torque control method |
| CN106428204B (en) * | 2016-11-15 | 2018-11-09 | 南京航空航天大学 | A kind of active composite turning system, torque control unit and method for controlling torque |
| CN106769114A (en) * | 2017-03-06 | 2017-05-31 | 吉林大学 | Motor turning gearratio measurement apparatus and method |
| CN107792169A (en) * | 2017-11-07 | 2018-03-13 | 长春工业大学 | A kind of EPS steering wheels mutation torque modification method for merging active front wheel steering |
| CN115675627A (en) * | 2022-11-14 | 2023-02-03 | 中国第一汽车股份有限公司 | Electric power steering system with steering transmission ratio adjusting function and control method |
| CN115675627B (en) * | 2022-11-14 | 2024-06-04 | 中国第一汽车股份有限公司 | Electric power steering system with steering gear ratio adjusting function and control method |
| CN116198596A (en) * | 2023-03-22 | 2023-06-02 | 中国第一汽车股份有限公司 | Curve driving control method, device, equipment and medium for steer-by-wire vehicle |
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Address after: Yudaojie Baixia District of Nanjing City, Jiangsu Province, No. 29 210016 Patentee after: Nanjing University of Aeronautics and Astronautics Patentee after: Zhejiang Wanda Automobile Direction Machine Co., Ltd. Address before: Yudaojie Baixia District of Nanjing City, Jiangsu Province, No. 29 210016 Patentee before: Nanjing University of Aeronautics and Astronautics Patentee before: Zhejiang Wanda Steering Gear Co., Ltd. |
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Address after: Yudaojie Baixia District of Nanjing City, Jiangsu Province, No. 29 210016 Patentee after: Nanjing University of Aeronautics and Astronautics Patentee after: Zhejiang Wanda automobile steering machine Co., Ltd. Address before: Yudaojie Baixia District of Nanjing City, Jiangsu Province, No. 29 210016 Patentee before: Nanjing University of Aeronautics and Astronautics Patentee before: Zhejiang Wanda automobile steering gear Co., Ltd |
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