CN212579964U - Device for controlling steering through automobile rack position - Google Patents
Device for controlling steering through automobile rack position Download PDFInfo
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- CN212579964U CN212579964U CN202022133810.8U CN202022133810U CN212579964U CN 212579964 U CN212579964 U CN 212579964U CN 202022133810 U CN202022133810 U CN 202022133810U CN 212579964 U CN212579964 U CN 212579964U
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Abstract
The utility model belongs to the technical field of steering control technique and specifically relates to a device that turns to through car rack position control, including controlling device, the gateway, the power pack, controlling device's 15 needle joints are connected with gateway data acquisition card's IO communication end, the CAN1 communication end of gateway, CAN2 communication end respectively with whole car main road CAN interface and whole car auxiliary road CAN interface connection, the CAN3 communication end of gateway, CAN4 communication end respectively with EPS main road CAN interface and EPS auxiliary road CAN interface connection, the output and the controlling device of power pack, the power end of gateway is connected. Compared with the prior art, the utility model, designed the device that turns to through car rack position control, the driver can realize the accurate control to vehicle target direction through operating control device, when high automatic driving system is not developed perfectly, the utility model discloses can be used for earlier stage to rack position control steering system's whole car release and verification work, ensure functional safety and controllability.
Description
Technical Field
The utility model belongs to the technical field of steering control technique and specifically relates to a device that turns to through car rack position control.
Background
With the gradual arrival of the 5G era and the rapid development of intelligent driving, fully automatic driving is also in rapid development. The electronic power steering system EPS is used as an actuating mechanism for controlling the direction of a vehicle, and the redundancy of electronic hardware is a first safety line when an intelligent driving system breaks down.
The traditional EPS working principle is as follows: the torque sensor and the rotor position sensor are EPS sensor signals, the vehicle speed and the like are bus signals of the whole vehicle, the ECU calculates motor torque required by each functional module such as power assistance, correction, damping and the like, and the motor vector control unit controls the on-off of a transistor in the three-phase circuit bridge to change the current, so that the aim of controlling the output torque of the motor is fulfilled. The current sensor can monitor the current of any two phases which are actually output, and the current is negatively fed back to the ECU for closed loop compensation. The rotor position sensor signal is combined with the angle sensor to output a rotation angle signal to the ECU.
With the realization of automatic driving above the SAE L3 level, the system replaces a driver as a monitoring and executing person of an external environment, the vehicle safety integration ASIL D is derived based on the hazard analysis of the vehicle, and the EPS random hardware failure rate needs to meet the failure time of 10 fit. In order to meet the functional safety target, a brand-new generation of full-redundancy steering system is applied to the automatic driving function above SAE L3, and the EPS system comprises a redundant MCU, a redundant sensor, a redundant drive circuit and a 12-phase motor design; when the EPS is failed, the EPS system is degraded to a system safety state, namely a limp-home mode, the maximum motor power can be provided by 50%, and most scenes of automatic driving can be covered.
The steering system based on the redundancy can achieve two steering control modes: hand feeling control and rack position control. The hand feeling control is a traditional control system, the hand force of a driver is used as an input environment, and the motor torque is output through the calculation of each functional module. And controlling the rack position to be a target rack position as an input condition, sending the requested target rack position by an external system, and approaching the actual rack position to the target rack position through PID control.
According to the existing unmanned driving technology, a camera system and a radar system of a whole vehicle can monitor surrounding environments such as road conditions, road information and obstacle information, an HAD (head of the vehicle height automatic driving system) can calculate an expected path of the vehicle through the environment information and the vehicle conditions, and send an EPS (expandable polystyrene) target rack position signal, so that steering is realized through EPS.
The rack control steering of the driver as an input environment is not realized at present and is limited by roads, such as rural roads and the like. Therefore, it is necessary to design a device for controlling steering by the position of the rack of the automobile, and a driver can realize accurate control of the target direction of the vehicle through an operating device.
Disclosure of Invention
The utility model aims at overcoming the not enough of prior art, providing a device that turns to through car rack position control, the driver can realize the accurate control to vehicle target direction through controlling device.
In order to achieve the above purpose, the utility model relates to a device for controlling steering through the position of an automobile rack, which comprises an operating device, a gateway and a power box, wherein a 15-pin connector of the operating device is connected with an I/O communication end of a gateway data acquisition card, a CAN1 communication end and a CAN2 communication end of the gateway are respectively connected with a main vehicle CAN interface and an auxiliary vehicle CAN interface, a CAN3 communication end and a CAN4 communication end of the gateway are respectively connected with an EPS main vehicle CAN interface and an auxiliary vehicle CAN interface, an output end of the power box is connected with the operating device and a power end of the gateway, the operating device comprises a box body, a control switch, an LED indicator lamp, a buzzer, a fuse, an operating rod and a 15-pin connector, the operating rod, the control switch and the LED indicator lamp are arranged on the surface of the box body, the buzzer and the fuse are arranged inside the box body, a first position sensor and a second position, the control switch comprises an emergency stop switch, a gradient switch, a step switch, a sine wave switch, a sine frequency sweep switch and a rack position request control switch, the LED indicator lamp comprises a gradient indicator lamp, a step indicator lamp, a sine wave indicator lamp, a sine frequency sweep indicator lamp and a rack position control indicator lamp, one end of the fuse is connected with the emergency stop switch in series and then is respectively connected with a No. 1 pin of a 15-pin connector, an anode of the gradient indicator lamp, an anode of the step indicator lamp, an anode of the sine wave indicator lamp, an anode of the sine frequency sweep indicator lamp, one end of the rack position request control switch, one end of the position sensor and one end of the position sensor II in eight ways, a cathode of the gradient indicator lamp is connected with a No. 2 pin of the 15-pin connector after being connected with the gradient switch in series, a cathode of the step indicator lamp is connected with the step switch in series and then is connected with a No. 3 pin of the, the device comprises a first position sensor, a second position sensor, a third position sensor, a fourth position sensor, a fifth position sensor, a sixth position sensor, a fifth position sensor, a sixth position sensor.
The 15-pin joint is a SUB-D joint.
The gateway model is Vector VN 8910.
The gateway and the whole vehicle main road CAN interface and the whole vehicle auxiliary road CAN interface as well as the gateway and the EPS main road CAN interface and the EPS auxiliary road CAN interface are connected by adopting communication extension lines.
The power supply end of the power supply box is connected with a 12V power supply, an operating device power switch and a gateway power switch are arranged in the power supply box, one end of the operating device power switch is connected with the 12V power supply, the other end of the operating device power switch is connected with the other end of a fuse of the operating device, one end of the gateway power switch is connected with the 12V power supply, and the other end of the gateway power switch is connected with a power supply end of the gateway.
The second position sensor is a redundant displacement sensor, and the position voltage value U of the first position sensorB10.5V-4.5V, the position voltage value U of the position sensor IIB24.5V to 0.5V, and UB1+ UB2=5V。
Compared with the prior art, the utility model, designed the device that turns to through car rack position control, the driver can realize the accurate control to vehicle target direction through operating control device, when high automatic driving system is not developed perfectly, the utility model discloses can be used for earlier stage to rack position control steering system's whole car release and verification work, ensure functional safety and controllability.
Drawings
Fig. 1 is a schematic view of the present invention.
Fig. 2 is a circuit diagram of the operating device of the present invention.
Fig. 3 is a schematic view of the operating device of the present invention.
Detailed Description
The invention will now be further described with reference to the accompanying drawings.
Referring to fig. 1, the utility model relates to a device that turns to through car rack position control, including controlling device, a gateway, the power pack, controlling device 1's 15 pin joints are connected with gateway 2 data acquisition card's IO communication end, gateway 2's CAN1 communication end, CAN2 communication end respectively with whole car main road CAN interface and whole car auxiliary road CAN interface connection, gateway 2's CAN3 communication end, CAN4 communication end respectively with EPS main road CAN interface and EPS auxiliary road CAN interface connection, between gateway 2 and whole car main road CAN interface and the whole car auxiliary road CAN interface, all adopt the communication extension line to connect between gateway 2 and EPS main road CAN interface and the EPS auxiliary road CAN interface. The CAN1 communication end and the CAN3 communication end of the gateway 2 are input signals of CAPL simulation network nodes, the CAN2 communication end and the CAN4 communication end are output signals of the CAPL simulation network nodes, the CAN1 communication end, the CAN2 communication end and the Rx signals of the CAN3 communication end and the CAN4 communication end are exchanged with each other, so that the signals related to EPS in the CAN communication of the whole vehicle are ensured to work normally, the input signals related to a highly automated driving system in the CAN1 communication end and the CAN3 communication end are shielded, and the highly automated driving system signals, such as a highly automated driving system HAD mode and a target rack position, are sent through the CAN2 communication end and the CAN4 communication end, so that steering is realized.
The output end of the power supply box 3 is connected with the power supply ends of the operating device 1 and the gateway 2. The power supply end of the power box 3 is connected with a 12V power supply, an operating device power switch S1 and a gateway power switch are arranged in the power box 3, one end of an operating device power switch S1 is connected with the 12V power supply, the other end of an operating device power switch S1 is connected with the other end of a fuse F1 of the operating device 1, one end of the gateway power switch is connected with the 12V power supply, and the other end of the gateway power switch is connected with the power supply end of the gateway 2. The operator power switch S1 and the gateway power switch control the power on state thereof to supply power to the operator and the gateway.
Referring to fig. 3, the operating device 1 includes a box 12, a control switch, an LED indicator, a buzzer E6, a fuse F1, a lever 11, a 15 pin joint, the lever 11, the control switch, and the LED indicator are disposed on the surface of the box 12, the buzzer E6, the fuse F1 are disposed inside the box 12, a first position sensor B1 and a second position sensor B2 are disposed inside the lever 11, the control switch includes an emergency stop switch S2, a gradient switch S3, a step switch S4, a sine wave switch S5, a sine sweep switch S6, and a rack position request control switch S7, and the LED indicator includes a gradient indicator E1, a step indicator E2, a sine wave indicator E3, a sine indicator E4, and a rack sweep position control indicator E5.
The main functions of the operating device 1 are as follows: 1, controlling a vehicle based on a vehicle running path by a driver through a control lever 11; 2, the gradient switch S3, the step switch S4, the sine wave switch S5 and the sine sweep switch S6 realize the input of a fixed driving mode, a gradient mode, a step mode, a sine wave mode and a sine sweep mode; 3, the emergency stop switch S2 is used for stopping the automatic driving mode in an emergency scene and entering a driver control mode; 4, the LED indicator light is used for displaying that the current EPS system is in a high automation driving system (HAD) mode or a driver control mode; 5, a buzzer E6 is used to alert the driver that the EPS steering system exits the highly automated driving system HAD mode.
Referring to fig. 2, after one end of a fuse F1 is connected in series with an emergency stop switch S2, the fuse F1 is divided into eight paths and is connected with a Pin1 Pin1, an anode of a gradient indicator lamp E1, an anode of a step indicator lamp E2, an anode of a sine wave indicator lamp E3, an anode of a sine sweep indicator lamp E4, one end of a request rack position control switch S7, one end of a position sensor B1 and one end of a position sensor B2, after a cathode of the gradient indicator lamp E1 is connected in series with a gradient switch S3, the cathode of the step indicator lamp E2 is connected in series with a step switch S4, the cathode of the step indicator lamp E6865 is connected with a Pin3 Pin3 of the 15 Pin joint, after a cathode of the sine wave indicator lamp E3 is connected in series with a sine wave switch S5, the cathode of the sine wave indicator lamp E4, after the cathode of the sine wave indicator lamp E4 is connected in series with a sine switch S6, the cathode of the sweep switch S6955, the other end of the sweep indicator lamp E8656 is connected with a request rack switch 86 7, the sliding end of the first position sensor B1 is connected with a No. 7 Pin7 of a 15-Pin joint, the sliding end of the second position sensor B2 is connected with a No. 8 Pin8 of the 15-Pin joint, a No. 10 Pin10 of the 15-Pin joint is connected with one end of a buzzer E6, a No. 11 Pin11 of the 15-Pin joint is connected with one end of a rack position control indicator lamp E5, the other end of the first position sensor B1, the other end of the second position sensor B2, a No. 9 Pin9 of the 15-Pin joint, the other end of a buzzer E6 and the other end of the rack position control indicator lamp E5 are grounded.
The functions of each component are as follows: scram switch S2: when unforeseen circumstances occur, the scram switch S2 may be pressed to exit the rack position control RPC mode and return to the hand feel control SFC mode. Gradient switch S3: the rack position is biased to a target value at a set gradient. Step switch S4: the rack position is biased to a target value without a gradient. Sine wave switch S5: and controlling the position of the rack in a sine output mode according to the set fixed frequency and amplitude. Sine sweep switch S6: and controlling the position of the rack in a sine frequency sweeping mode according to the set fixed amplitude, the starting frequency and the ending frequency, and closing the function after the set ending frequency is executed. Request rack position control switch S7: when the switch is pressed, the system is switched from a hand feeling control SFC mode to a rack position control RPC mode; when the switch is pressed again, the system switches back to the feel control SFC mode. The gradient indicator lamp E1, the stepping indicator lamp E2, the sine wave indicator lamp E3 and the sine sweep indicator lamp E4 are LED indicator lamps corresponding to different operation modes, and when a corresponding switch is pressed and closed, the LED indicator lamps are turned on. The rack position control indicator lamp E5 lights up when the rack position control RPC mode is operating. Buzzer E6: and the gear rack position control RPC mode is closed, and when the gear rack position control SFC mode returns to the hand feeling control SFC mode, the buzzer E6 works to remind a driver.
The utility model discloses in, 15 needle joints are SUB-D joint, and the distribution of PIN needle is as follows: pin1 corresponds to the digital signal emergency stop switch S2; pin2 corresponds to gradient switch S3; pin3 corresponds to the step switch S4; pin4 corresponds to sine wave switch S5; pin5 corresponds to a sine sweep switch S6; pin6 for request rack position control switch S7; pin7 corresponds to target rack position 1; pin8 corresponds to target rack position 2; pin9 corresponds to ground GND; controlling an RPC mode to close a buzzer E6 by Pin10 corresponding to the position of the rack; pin11 corresponds to the rack position control indicator lamp E5. All the switch signals are digital input signals, the target rack position is an analog input signal, and the rack position control indicator light E5 and the buzzer E6 are analog output signals.
The utility model discloses in, gateway 2 model is Vector VN 8910.
The utility model discloses in, position sensor B1, two B2 of position sensor constitute for the variable resistance, lead to with mains voltage on the potentiometre to change resistance into voltage output. Position sensor two B2 is redundant displacementA sensor to meet safety requirements. Position voltage value U of position sensor B1B1The voltage value U of the position sensor II B2 is 0.5V-4.5VB24.5V-0.5V, and the position sensor two B2 is used as a reverse verification mechanism, UB1+ UB2=5V。
The utility model discloses CAN carry out external signal collection, the corner initialization, the redundant signal check-up of control rod turns into the target rack position through the control rod, and the realization of specific mode function that turns to, the assignment of CAN bus HAD signal, controlling means, gateway include following step:
And step 3, linearly converting the voltage signal of the first position sensor B1 in a range of 0.5V-4.5V into a measuring range of-1, multiplying the measuring range by the maximum rack stroke, and finally converting into the target rack position. Target rack position = (U) when rack position control is performed by a joystickB1-2.5)/2 x z, wherein z is the maximum rack half-stroke.
Step 5, defining gradient mode time, amplitude, sine wave frequency, initial sine frequency sweep frequency, final sine frequency sweep frequency and sine frequency sweep time, switching and activating a gradient mode or a stepping mode or a sine wave mode or a sine frequency sweep mode according to a digital signal of a control switch, and calculating the position of a target rack, wherein the specific steps are as follows:
if the digital signal of the gradient switch is 1, the sampling period is 10ms, and the calculation is performed every time the time t is increased by 10 ms: and gradient = amplitude/gradient mode time, target rack position = gradient × t, and if the current target rack position > amplitude, stopping calculation and outputting the target rack position.
If the digital signal of the step switch is 1, the target rack position = amplitude.
If the digital signal of the sine wave switch is 1, the sampling period is 10ms, and the time t is changed in an increasing way according to the gradient of 10ms, according to the formula: target rack position = amplitude sin (2 × pi × sine frequency × t), calculates a target rack position, and outputs the target rack position.
If the digital signal of the sine frequency sweeping switch is 1, the sampling period is 10ms, and the calculation is carried out every time the time t is increased by 10 ms: sine sweep gradient = (final sine sweep frequency-initial sine sweep frequency)/sine sweep time, current sine sweep frequency = t ((0.5 × sine sweep gradient × t) + initial sine sweep frequency), target rack position = amplitude × (2 × pi × current sine sweep frequency), and if time t > sine sweep time, the calculation is stopped and the target rack position is output.
And 6, assigning a corresponding CAN bus signal to the target rack position, taking the target rack position as an input condition, approaching the actual rack position to the target rack position through PID control, and controlling the rack of the steering gear to move in a CAN signal mode, thereby realizing steering.
The early software engineer can interactively define signals of the HAD module and the EPS module of the highly automated driving system, and defines the HAD mode signals of the highly automated driving system and the signals of the target rack position under the messages related to the HAD of the highly automated driving system under the normal condition, so that simulation is carried out based on Vector CANoe.
In the Vector CANoe compiling environment, the following steering system attribute parameter contents are defined through panels: starting and stopping a gateway program; the input maximum request rack position is in mm, and the conversion ratio of the rack position to the rotation angle is in mm/degree; the voltage corresponding to the digital display joystick angle sensor, and the calculated target rack position and the target rotation angle; two ECU modes are shown: a rack position control RPC or a hand feeling control SFC; input gradient/step mode, including time, magnitude and direction; input sine wave mode, including frequency and amplitude; the input sine frequency sweeping mode switch comprises initial and final frequencies, time and amplitude; and digitally displaying the information of the whole vehicle, such as the vehicle speed and EPS information, such as the actual rack position and the rack speed of the main ECU and the auxiliary ECU.
The method is characterized in that a Vector CANoe compiling environment is used for writing software into gateway hardware firmware to realize the control of a rocker device to carry out HAD control on a highly automated driving system, and the specific use method is as follows: 1, opening a main power switch of the power box 3. 2, the operator power switch S1 of the power box 3 is turned on. And 3, opening a gateway power switch of the power box 3. And 4, connecting the computer with the gateway 2 through a USB line. 5, powering on and starting the vehicle. The steering system is ensured to work normally, and normal power assistance is provided. 6, the joystick 11 is set to the neutral position, the rack position control switch S7 is pressed, the neutral position initialization of the joystick is completed, and the steering system is set to the rack position control RPC mode, in which the rack position control indicator light E5 is turned on. It should be noted that the rack position control RPC mode activation condition set in the software, e.g. the steering wheel is in neutral, otherwise the system will not be able to activate the rack position control RPC mode. 7, according to the actual requirement, the steering control can be carried out by pressing the gradient switch S3, the step switch S4, the sine wave switch S5 and the sine and sweep frequency switch S6, and when the gradient switch S3, the step switch S4, the sine wave switch S5 and the sine and sweep frequency switch S6 are pressed, the corresponding indicator lights are turned on. Steering control can also be performed by operating the joystick 11. 8, if the rack position control RPC mode needs to be quitted, the rack position control switch S7 can be pressed again according to the request, so that the system returns to the hand feeling control SFC mode, and at the moment, the buzzer E6 can sound to remind a driver that the rack position control RPC mode is quitted. 9, in the event of an emergency, the scram switch S2 may be pressed to return the steering system to the feel control SFC mode.
The utility model discloses a device that turns to through car rack position control, the driver can realize the accurate control to vehicle target direction through operating control device, when high automated driving system is not developed perfectly, the utility model discloses can be used for earlier stage to rack position control a steering system's whole car release and verification work, ensure functional safety and controllability.
Claims (6)
1. The utility model provides a device that turns to through car rack position control, includes controlling means, gateway, power pack, its characterized in that: the 15-pin joint of the operating device (1) is connected with an I/O communication end of a data acquisition card of the gateway (2), a CAN1 communication end and a CAN2 communication end of the gateway (2) are respectively connected with a main vehicle CAN interface and a vehicle auxiliary road CAN interface, a CAN3 communication end and a CAN4 communication end of the gateway (2) are respectively connected with an EPS main road CAN interface and an EPS auxiliary road CAN interface, an output end of the power supply box (3) is connected with power supply ends of the operating device (1) and the gateway (2), the operating device (1) comprises a box body (12), a control switch, an LED indicator lamp, a buzzer (E6), a fuse (F1), an operating lever (11) and a 15-pin joint, the operating lever (11), the control switch and the LED indicator lamp are arranged on the surface of the box body (12), the buzzer (E6) and the fuse (F1) are arranged inside the box body (12), a first position sensor (B1) and a second position sensor (B2) are arranged inside the operating lever (11, the control switches comprise an emergency stop switch (S2), a gradient switch (S3), a step switch (S4), a sine wave switch (S5), a sine frequency sweep switch (S6) and a request rack position control switch (S7), the LED indicator lamps comprise a gradient indicator lamp (E1), a step indicator lamp (E2), a sine wave indicator lamp (E3), a sine frequency sweep indicator lamp (E4) and a rack position control indicator lamp (E5), after one end of the fuse (F1) is connected with the emergency stop switch (S2) in series, the control switches are respectively connected with a No. 1 Pin (Pin 1) of a 15-Pin joint, an anode of the gradient indicator lamp (E1), an anode of the step indicator lamp (E2), an anode of the sine wave indicator lamp (E5), an anode of the sine frequency sweep indicator lamp (E4), one end of the request rack position control switch (S7), one end of a first position sensor (B1) and one end of a second position sensor (B6342) which are connected with a cathode of the gradient indicator lamp (S599) and a cathode (S599) which is connected with the gradient indicator lamp (E5739), the device is connected with a No. 2 needle (Pin 2) of a 15-needle joint, a cathode of a stepping indicator lamp (E2) is connected with a No. 3 needle (Pin 3) of the 15-needle joint after being connected with a stepping switch (S4) in series, a cathode of a sine wave indicator lamp (E3) is connected with a sine wave switch (S5) in series and then connected with a No. 4 needle (Pin 4) of the 15-needle joint, a cathode of a sine sweep indicator lamp (E4) is connected with a sine sweep switch (S6) in series and then connected with a No. 5 needle (Pin 5) of the 15-needle joint, the other end of a rack position control switch (S7) is requested to be connected with a No. 6 needle (Pin 6) of the 15-needle joint, a sliding end of a first position sensor (B1) is connected with a No. 7 needle (Pin 7) of the 15-needle joint, a sliding end of a second position sensor (B2) is connected with a No. 8 needle (Pin 638) of the 15-needle joint, a position control switch (S11) of the 15-needle joint is connected with a buzzer (3527) of the needle joint (Pin 6) of the 15-needle joint, the other end of the first position sensor (B1), the other end of the second position sensor (B2), a 9-Pin (Pin 9) of the 15-Pin joint, the other end of the buzzer (E6) and the other end of the rack position control indicator lamp (E5) are grounded.
2. The device for controlling steering by the position of the rack of the automobile as claimed in claim 1, wherein: the 15-pin joint is a SUB-D joint.
3. The device for controlling steering by the position of the rack of the automobile as claimed in claim 1, wherein: the type of the gateway (2) is Vector VN 8910.
4. The device for controlling steering by the position of the rack of the automobile as claimed in claim 1, wherein: the gateway (2) and the whole vehicle main road CAN interface and the whole vehicle auxiliary road CAN interface, and the gateway (2) and the EPS main road CAN interface and the EPS auxiliary road CAN interface are connected by adopting communication extension lines.
5. The device for controlling steering by the position of the rack of the automobile as claimed in claim 1, wherein: the power supply end of the power supply box (3) is connected with a 12V power supply, an operating device power switch (S1) and a gateway power switch are arranged in the power supply box (3), one end of the operating device power switch (S1) is connected with the 12V power supply, the other end of the operating device power switch (S1) is connected with the other end of a fuse (F1) of the operating device (1), one end of the gateway power switch is connected with the 12V power supply, and the other end of the gateway power switch is connected with the power supply end of the gateway (2).
6. The device for controlling steering by the position of the rack of the automobile as claimed in claim 1, wherein: the second position sensor (B2) is a redundant displacement sensor, and the position voltage value U of the first position sensor (B1)B1A position voltage value U of the second position sensor (B2) of 0.5V-4.5VB24.5V to 0.5V, and UB1+ UB2=5V。
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022133810.8U CN212579964U (en) | 2020-09-25 | 2020-09-25 | Device for controlling steering through automobile rack position |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022133810.8U CN212579964U (en) | 2020-09-25 | 2020-09-25 | Device for controlling steering through automobile rack position |
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| Publication Number | Publication Date |
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| CN212579964U true CN212579964U (en) | 2021-02-23 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022133810.8U Withdrawn - After Issue CN212579964U (en) | 2020-09-25 | 2020-09-25 | Device for controlling steering through automobile rack position |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112078654A (en) * | 2020-09-25 | 2020-12-15 | 博世华域转向系统有限公司 | Device for controlling steering through automobile rack position |
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2020
- 2020-09-25 CN CN202022133810.8U patent/CN212579964U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112078654A (en) * | 2020-09-25 | 2020-12-15 | 博世华域转向系统有限公司 | Device for controlling steering through automobile rack position |
| CN112078654B (en) * | 2020-09-25 | 2024-08-09 | 博世华域转向系统有限公司 | Device for controlling steering through automobile rack position |
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