CN112519876A - Electric independent steering system and control method thereof - Google Patents
Electric independent steering system and control method thereof Download PDFInfo
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- CN112519876A CN112519876A CN202011015428.5A CN202011015428A CN112519876A CN 112519876 A CN112519876 A CN 112519876A CN 202011015428 A CN202011015428 A CN 202011015428A CN 112519876 A CN112519876 A CN 112519876A
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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
- B62D5/0418—Electric motor acting on road wheel carriers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/021—Determination of steering angle
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Abstract
The invention discloses an electric independent steering system and a control method thereof, belonging to the field of motor vehicle steering devices and comprising an angle sensor, a speed sensor, an inertial navigation module, a wheel base measuring module, a parking signal measuring unit, a stop signal measuring unit and a control unit, wherein the speed sensor is arranged on a running wheel, and the inertial navigation module, the wheel base measuring module, the parking signal measuring unit, the stop signal measuring unit, the angle sensor and the control unit are arranged on a vehicle frame. The invention discloses an electric independent steering system and a control method thereof, wherein the angles and the directions of steering wheels on the left side and the right side are controlled, so that a chassis can be prevented from slipping and sliding down a slope; the chassis steering accuracy can be ensured, and the steering operation is simplified so as to ensure that the heading direction expected by an operator is reached as soon as possible.
Description
Technical Field
The invention discloses an electric independent steering system and a control method thereof, belonging to the field of motor vehicle steering devices.
Background
With the development of technology, electric power steering is gradually replacing conventional mechanical steering. At present, the electric power steering system in common use still adopts a single electric motor to provide auxiliary steering power for a driver. The left and right steering wheels still adopt an Ackerman steering model on the transmission structure. The electric steering system cannot essentially solve the problem that the left and right wheels slip when steering, and cannot meet the requirements of modern complex working conditions in function. In addition, along with the use operating mode is more diversified, the application environment is worse, and the fixed wheel base of the mobile platform can not meet the use requirement. In narrow and small usage space, the wheelbase of the mobile platform is often required to be smaller, the steering flexibility is improved, and the platform trafficability characteristic is further improved. Under the conditions of large load and uneven weight distribution, the movable platform is often required to have a large wheelbase, so that the axial transfer of the load is reduced, and the stability of the movable platform is improved. Obviously, the current electric power steering system cannot meet the steering requirements under the conditions of independent steering and axle base change.
Disclosure of Invention
The invention designs and develops a control method of an electric independent steering system, and overcomes the defects that the existing electric steering system cannot essentially solve the problems of skidding of left and right wheels during steering and the like and the requirements of modern complex working conditions.
The invention aims to solve the problems and is realized by the following technical scheme:
an electric power independent steering system comprising: the parking system comprises an angle sensor, a speed sensor, an inertial navigation module, a wheel base measuring module, a parking signal measuring unit, a stop signal measuring unit and a control unit, wherein the speed sensor is arranged on a running wheel, and the inertial navigation module, the wheel base measuring module, the parking signal measuring unit, the stop signal measuring unit, the angle sensor and the control unit are arranged on a frame.
Preferably, the specific steps are as follows:
step S10, judging whether a parking signal and a stop signal can be detected through a parking signal measuring unit and a stop signal measuring unit, and measuring wheel base data, input steering data and running speed data according to the detection result;
in step S20, the steering angle of the left and right steered wheels is obtained from the wheel base data, the input steering data and the traveling speed data.
Preferably, the determining, by the parking signal measuring unit and the stop signal measuring unit, whether the parking signal and the stop signal can be detected, and according to the detection result, the measuring of the wheel base data, the input steering data, and the driving speed data includes:
when a parking signal and a stop signal are detected, locking of a steering wheel is executed, and next detection is continued;
when the parking signal and the stop signal are not detected, the measurement of the wheel base data, the input of the steering data, and the input of the traveling speed data are performed.
Preferably, before measuring the wheel base data, inputting the steering data and the traveling speed data, it is further ensured that the steering wheel lock release state is currently set.
Preferably, the ensuring that the current steering wheel lock release state is the steering wheel lock release state includes that the lock release state is to be executed when the steering wheel lock state is in the steering wheel lock release state.
Preferably, the specific steps of step S20 are as follows:
step S201, obtaining steering angles and steering angular velocities of the inner and outer steering wheels through the wheel base data and the input steering data;
step S202, obtaining a driving speed weight through the driving speed data;
and step S203, obtaining the steering angle of the left and right steering wheels according to the steering angle, the steering angular velocity and the running speed weight of the inner and outer steering wheels.
Preferably, obtaining the travel speed weight from the travel speed data includes: judging whether the input steering data is zero:
if yes, acquiring steering angles and directions of the inner and outer steering wheels, and judging whether the running speed data is zero or not;
and if not, obtaining the running speed weight according to the running speed data.
Preferably, the determining whether the input steering data is zero includes:
if yes, acquiring the running speed data again;
and if not, obtaining the running speed weight according to the running speed data.
The invention has the beneficial effects that: the invention discloses a novel electromagnetic controllable flexible driving device and a control method thereof. Compared with the known flexible drive, the flexible drive has the characteristics of compact and reliable structure, wide adjustable range, flexible adjustment mode and the like.
1. The electric independent steering system can prevent the chassis from sliding and sliding on a slope by controlling the angles and the directions of the steering wheels on the left side and the right side in parking and stopping states.
2. The electric independent steering system has an automatic aligning function, can ensure the steering accuracy of the chassis, and simplifies the steering operation to ensure that the expected course direction of an operator is reached as soon as possible.
3. The electric independent steering system can redistribute the turning angles of the left and right steering wheels according to the chassis kinematic model when the chassis wheelbase is changed, so as to prevent the steering wheels from slipping.
4. The electric independent steering system can adjust the rotation angle and the steering angular velocity of the left and right steering wheels according to the running speed of the chassis, prevent the chassis from sideslipping, and ensure the stability of the chassis by drifting.
5. The electric independent steering system can acquire the actual course angle of the chassis under the straight-line running working condition, and further can correct the running direction in time when the running path of the chassis deviates.
Drawings
FIG. 1 is a schematic view of a normal steering of the chassis assembly of the present invention;
FIG. 2 is a schematic view of a steering wheel lock of the chassis assembly of the present invention;
FIG. 3 is a schematic view of the normal steering of the chassis assembly of the present invention with the wheelbase changed;
FIG. 4 is a steering system control hardware architecture of the present invention;
FIG. 5 is a flow chart of the steering system control of the present invention;
FIG. 6 is a flow chart of a steering wheel lock-up of the steering system of the present invention;
FIG. 7 is a flow chart of the steering system steering wheel lock release of the present invention;
FIG. 8 is a flow chart of the steering system measuring wheelbase of the present invention;
FIG. 9 is a flow chart of the automatic return of the steering system of the present invention;
FIG. 10 is a flow chart of inertial navigation adjustment for a steering system according to the present invention;
FIG. 11 is a flow chart of the calculation of the steering angle and the steering angular velocity of the steering wheel of the steering system according to the present invention;
FIG. 12 is a flow chart of the steering system travel speed weighting of the present invention;
in the figure, 1 running wheel and 2 vehicle frames.
Detailed Description
The invention is further illustrated below with reference to the accompanying figures 1-12:
the technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1, a first embodiment of the present invention provides an electric power independent steering system based on the prior art, including: the parking device comprises an angle sensor, a speed sensor, an inertial navigation module, a wheel base measuring module, a parking signal measuring unit, a stopping signal measuring unit and a control unit, wherein the speed sensor is installed on a running wheel 1, and the inertial navigation module, the wheel base measuring module, the parking signal measuring unit, the stopping signal measuring unit, the angle sensor and the control unit are installed on a frame 2. The steering input angle sensor is used for measuring a steering angle and a steering angular speed input by an operator; the speed sensor is used for measuring the running speed of the chassis; the inertial navigation module is used for measuring a course angle of the chassis assembly; the wheel base measuring module is used for measuring the wheel base of the chassis assembly; a parking signal measuring unit for measuring a parking signal; a shutdown signal measurement unit for measuring a shutdown signal; the control unit is used for collecting signals of the sensors, formulating a control strategy and specifically controlling the steering of the steering wheel.
A control method of an electric independent steering system according to the above system is described as follows, which is characterized by comprising the following steps:
step S10, judging whether the parking signal and the stop signal can be detected by the parking signal measuring unit and the stop signal measuring unit, and measuring the wheel base data, the input steering data and the running speed data according to the detection result, wherein the method specifically comprises the following steps:
s101: whether a parking signal and a stop signal exist is detected.
S102: and when the parking signal or the stop signal exists, executing a steering wheel locking program and returning to the step one.
The steering wheel locking program has the effect of enabling the steering wheels on the left side and the right side to rotate in opposite directions to prevent the chassis from slipping and sliding down a slope, and the steps are as follows:
the method comprises the following steps: judging whether the steering wheel is in a locked state or not;
step two: if the steering wheel is in the locked state, jumping to the step six, and if the steering wheel is not in the locked state, setting the steering direction of the left steering wheel as right;
step three: setting a left steering wheel to a maximum steering angle position;
step four: setting the steering direction of a right steering wheel to be left;
step five: setting a right steering wheel to a maximum steering angle position;
step six: and exiting the steering wheel locking program.
S103: when the parking signal or the stop signal does not exist, judging the locking state of the steering wheel;
s104: and executing a steering wheel locking releasing program when the steering wheel is in a locking state.
The steering wheel locking and removing program is used for returning the steering wheels on the left side and the right side to an absolute zero point, and comprises the following steps:
the method comprises the following steps: setting the steering direction of the left steering wheel to be left;
step two: setting the steering angle of the left steering wheel to be maximum;
step three: setting the steering angular speed of the left steering wheel to be maximum;
step four: setting the steering direction of a right steering wheel to be right;
step five: setting the steering angle of a right steering wheel to be maximum;
step six: setting the steering angular speed of a right steering wheel to be maximum;
step seven: and exiting the steering wheel locking and releasing program.
S105: executing a wheel base measuring program, wherein the wheel base measuring program is used for measuring the wheel base of the chassis assembly and establishing a kinematic model and a dynamic model of the chassis, and the steps are as follows:
the method comprises the following steps: measuring the chassis wheelbase l;
step two: establishing a chassis kinematic model;
step three: establishing a chassis kinematic model;
step four: and exiting the wheel base measuring program.
S106: collecting a steering angle and a steering angular speed input by an operator;
s107: collecting the running speed of a chassis assembly;
step S20, obtaining the steering angle of the left and right steering wheels through the wheel base data, the input steering data and the running speed data, which comprises the following steps:
s201: and judging whether the input steering angle is zero or not.
S202: when the input steering angle is zero, executing an automatic aligning program, wherein the automatic aligning program is used for enabling the left and right steering wheels to return to an absolute zero point, and the steps are as follows:
the method comprises the following steps: respectively measuring the directions of the left and right steering wheels;
step two: respectively measuring the angles of the left and right steering wheels;
step three: respectively setting the directions of a left steering wheel and a right steering wheel;
step four: respectively setting the angles of a left steering wheel and a right steering wheel;
step five: and exiting the automatic correction program.
S203: judging whether the running speed of the chassis assembly is zero or not;
s204: when the running speed of the chassis assembly is zero, returning to S107;
s205: when the running speed of the chassis assembly is zero, executing an inertial navigation adjusting program, wherein the inertial navigation adjusting program is used for acquiring the course angle of the chassis assembly and repeatedly adjusting the steering angles of the left and right steering wheels to enable the chassis assembly to run according to the expected course angle, and the inertial navigation adjusting program comprises the following steps:
the method comprises the following steps: collecting an input steering angle and a steering angular speed;
step two: judging whether the steering angle is equal to zero or not, and if not, exiting the inertial navigation adjusting program;
step three: if the input steering angle is equal to zero, acquiring a course angle of the chassis;
step four: judging whether the course angle of the chassis is equal to an expected course angle or not, and jumping to the first step if the course angle of the chassis is equal to the expected course angle;
step five: if the course angle of the chassis is not equal to the expected course angle, judging whether the course angle of the chassis is larger than the expected course angle;
step six: if the course angle of the chassis is larger than the expected course angle, setting the direction of the steering angle as the opposite direction of the expected course angle;
step seven: setting a steering angle as an actual course angle minus an expected course angle;
step eight: respectively calculating the rotation angles of the left and right steering wheels according to the chassis kinematics model;
step nine: if the course angle of the chassis is smaller than the expected course angle, setting the direction of the steering angle as the direction of the expected course angle;
step ten: setting a steering angle as an actual course angle minus an expected course angle;
step eleven: respectively calculating the rotation angles of the left and right steering wheels according to the chassis kinematics model;
step twelve: and jumping to the first step.
S206: executing a calculation program of the steering angle and the steering angular velocity of the inner and the outer steering wheels, wherein the calculation program of the steering angle and the steering angular velocity of the inner and the outer steering wheels is used for calculating the steering angle and the steering angular velocity of the inner and the outer steering wheels according to the steering angle and the steering angular velocity input by an operator and by combining a kinematic model of a chassis assembly, and the steps are as follows:
the method comprises the following steps: calculating the steering angle of the inner steering wheel according to the chassis kinematics model;
step two: calculating the steering angular velocity of the inner steering wheel according to the chassis kinematics model;
step three: calculating the steering angle of an outer steering wheel according to the chassis kinematics model;
step four: according to the chassis kinematics, the model calculates the steering angular velocity of the outer steering wheel;
step five: and exiting the calculation program of the steering angle and the steering angular speed of the inner and the outer steering wheels.
S207: executing a running speed weighting program, which is used for respectively calculating and correcting the weight coefficients of the steering angle and the steering angle speed according to the running speed of the chassis and the dynamic model of the chassis, and comprises the following steps:
the method comprises the following steps: dividing the running speed into sections;
step two: calculating a steering angle weight coefficient k (k1, k2... multidot.km, kn) according to the running speed interval and by combining a chassis dynamics model;
step three: calculating a steering angular speed weight coefficient i (i1, i2... i.. im, in) according to the running speed interval and by combining a chassis dynamics model;
step four: multiplying the inner and outer steering angles by k, respectively;
step five: multiplying the inner and outer steering angular velocities by i, respectively;
step six: the travel speed weighting routine is exited.
S208: judging whether the input steering angle is larger than zero;
s209: assigning the steering angle and the steering angular velocity of the inner side steering wheel to the right side steering wheel, assigning the steering angle and the steering angular velocity of the outer side steering wheel to the left side steering wheel, steering and returning to S101;
s210: and (4) the input steering angle is smaller than zero, the steering angle and the steering angular velocity of the inner side steering wheel are assigned to the left side steering wheel, the steering angle and the steering angular velocity of the outer side steering wheel are assigned to the right side steering wheel, the steering is carried out, and the step S101 is returned.
The specific working process is as follows:
the control unit firstly utilizes the parking signal measuring unit and the stopping signal measuring unit to acquire the parking signal and the stopping signal of the chassis. When the chassis is in a parking or stopped state, the control unit will execute a steering wheel lock-up procedure.
In the steering wheel locking program, the control unit firstly judges whether the steering wheel is in a locked state; when the steering wheel is in a locked state, the control unit directly exits the steering wheel locking program; when the steering wheel is not in a locked state, the control unit sets the steering direction of the left steering wheel to be right; setting the steering angle of the left steering wheel to be maximum; setting the steering angular velocity of the left steering wheel to be maximum; setting a right-hand steered wheel steering direction to the left; setting the steering angle of a right steering wheel to be maximum; setting the steering angular velocity of the right steering wheel to be maximum; and finally, exiting the steering wheel locking program. When the chassis is not in the parking or stopping state, the control unit judges whether the steering wheel is in the locking state.
When the steering wheel is in a locked state, the control unit executes a steering wheel locking removal program, and in the steering wheel locking removal program, the control unit sets the steering direction of the left steering wheel to be left; setting the steering angle of the left steering wheel to be maximum; setting the steering angular velocity of the left steering wheel to be maximum; setting a right-side steered wheel steering direction to the right; setting the steering angle of a right steering wheel to be maximum; setting the steering angular velocity of the right steering wheel to be maximum; and finally exiting the steering wheel locking and removing program. When the steering wheel is not in a locked state, the control unit executes a wheel base measuring program, and in the wheel base measuring program, the control unit measures the wheel base of the chassis by using a wheel base measuring module; then establishing a kinematic model of the chassis; establishing a dynamic model of the chassis; and finally, exiting the wheel base measuring program.
And then the control unit acquires the input steering angle and steering angular velocity by using the steering input angle sensor. The control unit then uses the speed sensor to detect the speed of travel of the chassis. It is then determined whether the collected input steering angle is equal to zero. When the input steering angle is equal to zero, the control unit executes an automatic return program in which the control unit measures the directions of the left and right steered wheels and the angles of the left and right steered wheels, respectively, using the steering input angle sensor; then respectively setting the direction and the angle of a left steering wheel and a right steering wheel; and finally exiting the automatic aligning program.
After exiting the auto-return routine, it is determined whether the travel speed is equal to zero. When the travel speed is equal to zero, the control unit switches to travel speed acquisition. When the running speed is not equal to zero, the control unit executes an inertial navigation adjusting program, and in the inertial navigation adjusting program, the control unit acquires an input steering angle and a steering angle speed by using a steering input angle sensor; firstly, judging whether the input steering angle is equal to zero or not; if the input steering angle is not equal to zero, exiting the inertial navigation adjustment subprogram; if the input steering angle is equal to zero, the control unit acquires the actual course angle of the chassis by using the inertial navigation module; judging whether the actual course angle of the chassis is equal to the expected course angle or not; if the actual course angle of the chassis is equal to the expected course angle, turning to collect the input steering angle and steering angular speed; if the actual course angle of the chassis is not equal to the expected course angle, judging whether the actual course angle is larger than the expected course angle; if the actual course angle is larger than the expected course angle, setting the direction of the steering angle of the steering wheel as the reverse direction of the expected course angle, setting the steering angle of the steering wheel as the difference value of the actual course angle and the expected course angle, respectively calculating the turning angles of the left steering wheel and the right steering wheel by combining a kinematic model of the chassis, and finally turning to acquire the input steering angle and steering angle speed. If the actual course angle is smaller than the expected course angle, setting the direction of the steering angle of the steering wheel as the direction of the expected course angle, setting the steering angle of the steering wheel as the difference value of the actual course angle and the expected course angle, respectively calculating the turning angles of the left steering wheel and the right steering wheel by combining a kinematic model of the chassis, and finally turning to acquire the input steering angle and steering angle speed. If the input steering angle is not equal to zero, the control unit executes a calculation program of the steering angle and the steering angular velocity of the inner and outer steering wheels, and in the calculation program of the steering angle and the steering angular velocity of the inner and outer steering wheels, the steering angle of the inner steering wheel is calculated according to a chassis kinematic model; calculating the steering angular velocity of the inner steering wheel according to the chassis kinematics model; then, calculating the steering angle of the outer steering wheel according to the chassis kinematic model; then, calculating the steering angular velocity of the outer steering wheel according to the chassis kinematic model; and finally, exiting the calculation program of the steering angle and the steering angular velocity of the inner and outer steering wheels.
The control unit then executes a travel speed weighting program in which the travel speed is first divided into zones; and calculating a steering angle weight coefficient and a steering angular velocity weight coefficient according to different intervals by combining with a chassis dynamic model, multiplying the steering angle and the steering angular velocity of the inner side and the outer side by corresponding coefficients respectively, and finally quitting the driving velocity weight program. It is then determined whether the input steering angle is greater than zero. If the input steering angle is larger than zero, the right steering wheel is the inner steering wheel, and the program is switched to the initial stage to detect the parking signal and the stop signal. And if the input steering angle is smaller than zero, the left steering wheel is the inner steering wheel, and the program is switched to the initial stage to detect the parking signal and the stop signal.
The technical solutions described above only represent the preferred technical solutions of the present invention, and some modifications that may be made to some parts of the technical solutions by those skilled in the art represent the principles of the present invention, and the technical scope of the present invention is not limited to the contents of the description, and all equivalent changes or modifications made according to the spirit of the present invention should be covered within the protection scope of the present invention.
Claims (8)
1. An electric power independent steering system, characterized by comprising: the parking system comprises an angle sensor, a speed sensor, an inertial navigation module, a wheel base measuring module, a parking signal measuring unit, a stop signal measuring unit and a control unit, wherein the speed sensor is arranged on a running wheel, and the inertial navigation module, the wheel base measuring module, the parking signal measuring unit, the stop signal measuring unit, the angle sensor and the control unit are arranged on a frame.
2. A control method of an electric independent steering system is characterized by comprising the following specific steps:
step S10, judging whether a parking signal and a stop signal can be detected through a parking signal measuring unit and a stop signal measuring unit, and measuring wheel base data, input steering data and running speed data according to the detection result;
in step S20, the steering angle of the left and right steered wheels is obtained from the wheel base data, the input steering data and the traveling speed data.
3. The control method of an electric power independent steering system according to claim 2, wherein the determining whether the parking signal and the stop signal can be detected by the parking signal measuring unit and the stop signal measuring unit, and the measuring the wheel base data, the input steering data and the traveling speed data according to the detection result comprises:
when a parking signal and a stop signal are detected, locking of a steering wheel is executed, and next detection is continued;
when the parking signal and the stop signal are not detected, the measurement of the wheel base data, the input of the steering data, and the input of the traveling speed data are performed.
4. The electric power independent steering system control method according to claim 2, further comprising ensuring that the steering wheel lock release state is present before measuring the wheel base data, inputting the steering data, and the traveling speed data.
5. An electric power independent steering system control method according to claim 2, characterized in that said ensuring that the steering wheel lock release state is present includes executing the lock release state when the steering wheel lock state is present.
6. The electric power independent steering system control method according to claim 1, wherein the specific steps of step S20 are as follows:
step S201, obtaining steering angles and steering angular velocities of the inner and outer steering wheels through the wheel base data and the input steering data;
step S202, obtaining a driving speed weight through the driving speed data;
and step S203, obtaining the steering angle of the left and right steering wheels according to the steering angle, the steering angular velocity and the running speed weight of the inner and outer steering wheels.
7. An electric power independent steering system control method according to claim 6, deriving a travel speed weight from said travel speed data, comprising: judging whether the input steering data is zero:
if yes, acquiring steering angles and directions of the inner and outer steering wheels, and judging whether the running speed data is zero or not;
and if not, obtaining the running speed weight according to the running speed data.
8. The electric power independent steering system control method according to claim 7, wherein the determining whether the input steering data is zero includes:
if yes, acquiring the running speed data again;
and if not, obtaining the running speed weight according to the running speed data.
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| CN114394130A (en) * | 2021-12-27 | 2022-04-26 | 中国矿业大学 | Coal mine auxiliary transport vehicle positioning method and positioning system |
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| CN109664937A (en) * | 2018-12-28 | 2019-04-23 | 南京航空航天大学 | Multi-mode line traffic control four-wheel independent steering/drive system and its steering pattern control method |
| CN109850010A (en) * | 2019-02-28 | 2019-06-07 | 江苏大学 | A kind of line traffic control independent steering system and its method |
| CN210912002U (en) * | 2019-08-15 | 2020-07-03 | 纳恩博（北京）科技有限公司 | Independent steering drive system and distribution robot |
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