CA1193971A - Power steering device - Google Patents
Power steering deviceInfo
- Publication number
- CA1193971A CA1193971A CA000405323A CA405323A CA1193971A CA 1193971 A CA1193971 A CA 1193971A CA 000405323 A CA000405323 A CA 000405323A CA 405323 A CA405323 A CA 405323A CA 1193971 A CA1193971 A CA 1193971A
- Authority
- CA
- Canada
- Prior art keywords
- rotation
- speed
- output member
- power
- vehicle speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
POWER STEERING DEVICE
Abstract of the Disclosure:
A power steering device for a vehicle is described, in which an oil path of a control valve is controlled in accordance with a steering operation of a steering wheel and power fluid discharged from an oil pump is supplied to an actuator to assist the steering operation, said device comprising a means for driving said oil pump coupled to an engine through an electromagnetic clutch which can change a transmitting amount of rotation of said engine and an operating means for controlling rotation of said oil pump.
Abstract of the Disclosure:
A power steering device for a vehicle is described, in which an oil path of a control valve is controlled in accordance with a steering operation of a steering wheel and power fluid discharged from an oil pump is supplied to an actuator to assist the steering operation, said device comprising a means for driving said oil pump coupled to an engine through an electromagnetic clutch which can change a transmitting amount of rotation of said engine and an operating means for controlling rotation of said oil pump.
Description
3~
POWER STE~RING DEVICE
This invention relates to a power steering (or assisting) device of an energy saving type, by which s-teering assis-tance can be changed in response to rotating speed of an engine or vehicle speed.
In general, it is well known that, preferably, in a power steering device, supply of power fluid to a power cylinder (actuator) is increased to effect steering assistance to a steering wheel at a stopping state or a lower speed running state of a vehicle, while the supply of the power fluid is decreased to reduce the steering assistance to the steering wheel at a higher speed running state to thereby elevate running stability.
Heretofore, in order to obtain the above characteristic in a power steering device, there has been provided a power steering device as disclosed in Japanese Patent Publication No. 54-9774, said device using an electromagnetic clutch for driving and controlling an oil pump which discharges the po~er fluid by utilizing the rotation of engine so that, in notice that a larger rotating angle of a steering wheel is required at the stopping state or the lower speed running state, the electromagnetic clutch is operated to assist steering when the rotating angle of the steering wheel exceeds a predetermined value~ However, in such a conventional device, since the degree of power steering is determined ~y the rotating angle o~ the steering wheel, the steering assistance is suddenly applied in the proximity of the predetermined rotating angle ~9 5~7~
and this unstable state therefore may invite a dangerous condition.
Further, as disclosed in Japanese Patent Publication No. 54-111707, there has been provided a power steering device in which the supply of the power fluid from an oil pump to a power cylinder is controlled by an electromagnetic by-pass valve or is adjusted by a flow adjusting valve in response to a running state of a vehicle. However, the power steering device of this type spends much energy and cannot meet the needs of the energy saving times because, at a higher speed running state of the vehicle, most of the power fluid dis-charged from an oil pump which rotates continuously at higher speed in proportional to rotating speed of an engine is successibly returned to an oil tank without working in effect.
Recently, a measure to save energy shows a -tendency to decrease the number of rotation of an engine at an idling state and to raise the maximum rotating speed area so as to miniaturize and lighten in weight the engine. However, in a conventional oil pump discharging power fluid in response to rotating speed of an engine, there are disadvantages that steering power fails at a stopping state or an extremely low speed state, nevertheless the steering power is sufficiently required, and if an amount of power fluid discharged from the pump is increased at a lower speed state then the discharging amount is increased in excess and the consumptlon of energy becomes large.
The present invention provides an improved power 3~7~
steerlng device by which the above-mentioned disadvantages can be overcome.
It is, therefore, an object of the present invention to provide a power steering device oE an energy saving type.
Another object of the present invention is to provide a power steering device in which the number of rotation of an oil pump can be changed in response to vehicle speed and a steering angle of a-steering wheel to thereby change steering power.
These and other objects and advantages of the present invention will be appear more clearly from the following detailed disclosure read in conjunction with the accompanying drawings.
Fig. 1 is a diagramatic view of a preferred embodim nt of the power steering device of -the present invention;
Figs. 2 and 3 are character.Lstic curves showing a relationship between the vehicle speed and the number of rotation of the oil pump of the preferred embodiment as shown in Fig. l; and Fig. 4 is a characteristic curve showing a relationship between the number of rotation and the discharging amount of the oil pump in comparison between the present invention and a prior artO
Fig. 1 shows a preferred embodiment of a power steering device of the present invention~ A steering wheel 1 is coupled through a control valve 2 and a s-teering gear 3 to an actuator ~ ~3~'7~
4, and the actuator 4 and a communicating valve 5 are connected through the control valve 2 to an oil pump 6 by means of lines A and s. The control valve 2 controls an amount and a flow direction of power fluid which is discharged from the oil pump 6 to the actuator 4 in response to steering operation of the steering wheel 1. The communicating valve 5 acts to close a by-pass path between the supply lines A and B of the actuator 4 when a valve member of the valve is actuated by the power fluid in a pilot line C which transmits oil pressure applied by the rotation of the oil pump 6, thereby effecting a power steering state, while the valve 5 acts to open the by-pass path between -the supply lines A and B when the oil pump 6 stops or the rotation thereof is in an extremely low speed state, thereby losing the steering power and effecting a manual steering state. A rotating shaft of an engine 7 is ~oupled to the oil pump 6 through an electromagnetic clutch 8 having a linear transmission characteristic.
Provided on the steering wheel 1 is also a steering sensor 9 which comprises, for example, a small-sized d.c.
generator and outputs an electric signal in accordance with the steering operation of the steering wheel 1. An engine rotation sensor 10 provided on the engine 7 detects, for example, an ignitlon pulse or converts into an analog signal by inteyrating the pulse to output an electric signal corresponding to the number of rotation of the engine. Also, a speed sensor 12 detects the number of rotation of a wire cable of a speed meter coupled to a transmission gear 11 and outputs electric siynals corresponding to vehicle speed.
An electronic control circuit (not shown) receives output signals from an operating device 13, that is, the respective output signals from the steering sensor 9, the ~ engine xotation sensor 10 and the speed sensor 12 and, when the steering wheel 1 is operated and the output signal from the steering sensor 9 therefore is received, amplifies an AND
amount of the output signal from the engine rotation sensor 10 and the output signal from the speed sensor 12 to apply the amplified AND signal to the electromagnetic clutch 8.
Accordingly, a vehicle speed responsible characteristic is added to the electromagnetic clutch 8 having the linear trans-mission characteristic, whereby when the vehicle is stopped an exciting current of a solenoid coil of the electromagnetic clutch 8 comes to a maximum value to transmit the rotation of the engine 7 to the oil pu~lp 6 without sliding and when the vehicle speed is increased the exci.ting current is decreased to increase the sliding. Thus~ the magnetic field generated by means of the solenoid coil of the electromagnetic clutch 8 is controlled to change electrically the degree of the sliding transmission 50 that the steering power can be obtained in response to the vehicle speed. Although, in the preferred embodiment, the electromagnetic clutch 8 is operated the ' detected signal from the steering sensor 9 only at the steer-ing in accordance with the preset transmitting amount -to thereby drive the oil pump 6, it is possible that the electro-magnetic clutch 8 is continuously operated by the detected signals from both the speed sensor 12 and the engine rotation sensor 10 over a preset variable area of the transmitting 3~:~
amount so as to drive the oil pump 6. Also, it is easily effected that the electromagnetic clutch 8 is operated in accordance wi~h a variable transmitting amount on the basis of the detected signal from the engine rotation sensor lO to control the discharging amount o the oil pump 6. Further, although the preferred embodiment provides a communicating valve 5 to by-pass both chambers of the actuator 4 and to reduce oil path resistance of the steering at a non-assisting state when the oil pump 6 is stopped or rotated at the extremely low speed, the communicating valve may be removed from the oil lines in view of slight increase in the steering torque at the manual steering state when the oil pump 6 does not discharge the power fluid and mechanical strength of the control valve 2 (torsion bar). Preferably, a powder clutch, a hysteresis clutch and the like are available for the electro-magnetic clutch having the linear transmission characteristic, the former using magnetic powder so that, in an excited condi-tion, torque is transmitted by mutually attracting force of the magnetic powder and frictional force ~etween the powder and a transmitting surface of the clutch, and the latter being such that non-contact coupling is magnetically accomplished without using mechanically frictional force.
Fig. 2 shows a vehicle speed-rotation of pump character-istic of the power steering device of the present invention and, in the drawing, _ denotes a fixed rotation characteristic of the oil pump, a2 denotes an attenuating rotation character-istic of the oil pump, b denotes a vehicle speed responsible linear attenuating rotation characteristic, and D denotes an ~ ~3~
operating point of the communicating valve. Further, Fig. 3 shows a vehicle speed-rotation of pump characteristic illus-trating an energy saving effect of the power steering device of the present invention and, in the drawing, c'l denotes an oil pump rotating characteristic at the steering, c`7. denotes an oil pump stopping characteristic at the non-steering, and ~3 denotes a warming-up, an extremely low-speed, rotating characteristic of the oil pump at the non-steering. According to Fig. 3, it is apparent that the supply of the powex fluid from the oil pump is reduced or stopped when the power steering is not required. Also, the communicating valve is operated at a higher speed point D' to by-pass the both chambers of the actuator to cause a manual steering state.
Fig. 4 shows a dischaxging amount-rotation characteristic lS of the oil pump to compare a discharging characteristic of . the oil pump of the present inventi.on with a discharging characteristic of the oil pump as used in the conventional power steering device in which the supply of the power fluid from the oil pump to the power cylinder is adjusted by the flow adjusting valve in accordance with the running state of the vehicle and, in the drawing, dl denotes an apparent discharging characteristic of the oil pump, d2 denotes a general discharging characteristic of the oil pump to which a vehicle speed responsible characteristic is not added (under this condition, disused discharging oil is returned to the tank by means of the flow adjusting valve) and e denotes-a discharging characteristic of the oil pump of the presen-t invention. Accordingly/ in Fig. 4, ~rea I is an invalid 3~3t7~.
discharging area and, according to the present invention, if the electromagne~ic clutch having the linear transmission characteristic is operated in the proximity of a point P
. then the oil pump can be effectively operated in ~rea II, that is, a valid discharging area.
Although, in the preferred embodiment as shown in Fig.
l, the electromagnetic clutch 8 is porvided to be directly coupled to the oil pump 6, even if an oil pump having smaller size, light weight a.nd a smaller discharging amount is used, it is possible to provide a transmission means for increasing the rotating speed of the oil pump between the clutch and the oil pump to thereby obtain desired steering power at an idling state of the engine or a lower speed running state.
As described above, the present invention, in contrast with an ON-OFF control, can provide the variable steering assistance in accordance with the preset vehicle speed and this, therefore, does not give an operator unstable feeling at the steering. Also, according to the present invention, . the changing between the power steering state and the manual steering state can be smoothly effected by the operation of the communicating valve, thereby stabilizing the operation of the steering wheel.
POWER STE~RING DEVICE
This invention relates to a power steering (or assisting) device of an energy saving type, by which s-teering assis-tance can be changed in response to rotating speed of an engine or vehicle speed.
In general, it is well known that, preferably, in a power steering device, supply of power fluid to a power cylinder (actuator) is increased to effect steering assistance to a steering wheel at a stopping state or a lower speed running state of a vehicle, while the supply of the power fluid is decreased to reduce the steering assistance to the steering wheel at a higher speed running state to thereby elevate running stability.
Heretofore, in order to obtain the above characteristic in a power steering device, there has been provided a power steering device as disclosed in Japanese Patent Publication No. 54-9774, said device using an electromagnetic clutch for driving and controlling an oil pump which discharges the po~er fluid by utilizing the rotation of engine so that, in notice that a larger rotating angle of a steering wheel is required at the stopping state or the lower speed running state, the electromagnetic clutch is operated to assist steering when the rotating angle of the steering wheel exceeds a predetermined value~ However, in such a conventional device, since the degree of power steering is determined ~y the rotating angle o~ the steering wheel, the steering assistance is suddenly applied in the proximity of the predetermined rotating angle ~9 5~7~
and this unstable state therefore may invite a dangerous condition.
Further, as disclosed in Japanese Patent Publication No. 54-111707, there has been provided a power steering device in which the supply of the power fluid from an oil pump to a power cylinder is controlled by an electromagnetic by-pass valve or is adjusted by a flow adjusting valve in response to a running state of a vehicle. However, the power steering device of this type spends much energy and cannot meet the needs of the energy saving times because, at a higher speed running state of the vehicle, most of the power fluid dis-charged from an oil pump which rotates continuously at higher speed in proportional to rotating speed of an engine is successibly returned to an oil tank without working in effect.
Recently, a measure to save energy shows a -tendency to decrease the number of rotation of an engine at an idling state and to raise the maximum rotating speed area so as to miniaturize and lighten in weight the engine. However, in a conventional oil pump discharging power fluid in response to rotating speed of an engine, there are disadvantages that steering power fails at a stopping state or an extremely low speed state, nevertheless the steering power is sufficiently required, and if an amount of power fluid discharged from the pump is increased at a lower speed state then the discharging amount is increased in excess and the consumptlon of energy becomes large.
The present invention provides an improved power 3~7~
steerlng device by which the above-mentioned disadvantages can be overcome.
It is, therefore, an object of the present invention to provide a power steering device oE an energy saving type.
Another object of the present invention is to provide a power steering device in which the number of rotation of an oil pump can be changed in response to vehicle speed and a steering angle of a-steering wheel to thereby change steering power.
These and other objects and advantages of the present invention will be appear more clearly from the following detailed disclosure read in conjunction with the accompanying drawings.
Fig. 1 is a diagramatic view of a preferred embodim nt of the power steering device of -the present invention;
Figs. 2 and 3 are character.Lstic curves showing a relationship between the vehicle speed and the number of rotation of the oil pump of the preferred embodiment as shown in Fig. l; and Fig. 4 is a characteristic curve showing a relationship between the number of rotation and the discharging amount of the oil pump in comparison between the present invention and a prior artO
Fig. 1 shows a preferred embodiment of a power steering device of the present invention~ A steering wheel 1 is coupled through a control valve 2 and a s-teering gear 3 to an actuator ~ ~3~'7~
4, and the actuator 4 and a communicating valve 5 are connected through the control valve 2 to an oil pump 6 by means of lines A and s. The control valve 2 controls an amount and a flow direction of power fluid which is discharged from the oil pump 6 to the actuator 4 in response to steering operation of the steering wheel 1. The communicating valve 5 acts to close a by-pass path between the supply lines A and B of the actuator 4 when a valve member of the valve is actuated by the power fluid in a pilot line C which transmits oil pressure applied by the rotation of the oil pump 6, thereby effecting a power steering state, while the valve 5 acts to open the by-pass path between -the supply lines A and B when the oil pump 6 stops or the rotation thereof is in an extremely low speed state, thereby losing the steering power and effecting a manual steering state. A rotating shaft of an engine 7 is ~oupled to the oil pump 6 through an electromagnetic clutch 8 having a linear transmission characteristic.
Provided on the steering wheel 1 is also a steering sensor 9 which comprises, for example, a small-sized d.c.
generator and outputs an electric signal in accordance with the steering operation of the steering wheel 1. An engine rotation sensor 10 provided on the engine 7 detects, for example, an ignitlon pulse or converts into an analog signal by inteyrating the pulse to output an electric signal corresponding to the number of rotation of the engine. Also, a speed sensor 12 detects the number of rotation of a wire cable of a speed meter coupled to a transmission gear 11 and outputs electric siynals corresponding to vehicle speed.
An electronic control circuit (not shown) receives output signals from an operating device 13, that is, the respective output signals from the steering sensor 9, the ~ engine xotation sensor 10 and the speed sensor 12 and, when the steering wheel 1 is operated and the output signal from the steering sensor 9 therefore is received, amplifies an AND
amount of the output signal from the engine rotation sensor 10 and the output signal from the speed sensor 12 to apply the amplified AND signal to the electromagnetic clutch 8.
Accordingly, a vehicle speed responsible characteristic is added to the electromagnetic clutch 8 having the linear trans-mission characteristic, whereby when the vehicle is stopped an exciting current of a solenoid coil of the electromagnetic clutch 8 comes to a maximum value to transmit the rotation of the engine 7 to the oil pu~lp 6 without sliding and when the vehicle speed is increased the exci.ting current is decreased to increase the sliding. Thus~ the magnetic field generated by means of the solenoid coil of the electromagnetic clutch 8 is controlled to change electrically the degree of the sliding transmission 50 that the steering power can be obtained in response to the vehicle speed. Although, in the preferred embodiment, the electromagnetic clutch 8 is operated the ' detected signal from the steering sensor 9 only at the steer-ing in accordance with the preset transmitting amount -to thereby drive the oil pump 6, it is possible that the electro-magnetic clutch 8 is continuously operated by the detected signals from both the speed sensor 12 and the engine rotation sensor 10 over a preset variable area of the transmitting 3~:~
amount so as to drive the oil pump 6. Also, it is easily effected that the electromagnetic clutch 8 is operated in accordance wi~h a variable transmitting amount on the basis of the detected signal from the engine rotation sensor lO to control the discharging amount o the oil pump 6. Further, although the preferred embodiment provides a communicating valve 5 to by-pass both chambers of the actuator 4 and to reduce oil path resistance of the steering at a non-assisting state when the oil pump 6 is stopped or rotated at the extremely low speed, the communicating valve may be removed from the oil lines in view of slight increase in the steering torque at the manual steering state when the oil pump 6 does not discharge the power fluid and mechanical strength of the control valve 2 (torsion bar). Preferably, a powder clutch, a hysteresis clutch and the like are available for the electro-magnetic clutch having the linear transmission characteristic, the former using magnetic powder so that, in an excited condi-tion, torque is transmitted by mutually attracting force of the magnetic powder and frictional force ~etween the powder and a transmitting surface of the clutch, and the latter being such that non-contact coupling is magnetically accomplished without using mechanically frictional force.
Fig. 2 shows a vehicle speed-rotation of pump character-istic of the power steering device of the present invention and, in the drawing, _ denotes a fixed rotation characteristic of the oil pump, a2 denotes an attenuating rotation character-istic of the oil pump, b denotes a vehicle speed responsible linear attenuating rotation characteristic, and D denotes an ~ ~3~
operating point of the communicating valve. Further, Fig. 3 shows a vehicle speed-rotation of pump characteristic illus-trating an energy saving effect of the power steering device of the present invention and, in the drawing, c'l denotes an oil pump rotating characteristic at the steering, c`7. denotes an oil pump stopping characteristic at the non-steering, and ~3 denotes a warming-up, an extremely low-speed, rotating characteristic of the oil pump at the non-steering. According to Fig. 3, it is apparent that the supply of the powex fluid from the oil pump is reduced or stopped when the power steering is not required. Also, the communicating valve is operated at a higher speed point D' to by-pass the both chambers of the actuator to cause a manual steering state.
Fig. 4 shows a dischaxging amount-rotation characteristic lS of the oil pump to compare a discharging characteristic of . the oil pump of the present inventi.on with a discharging characteristic of the oil pump as used in the conventional power steering device in which the supply of the power fluid from the oil pump to the power cylinder is adjusted by the flow adjusting valve in accordance with the running state of the vehicle and, in the drawing, dl denotes an apparent discharging characteristic of the oil pump, d2 denotes a general discharging characteristic of the oil pump to which a vehicle speed responsible characteristic is not added (under this condition, disused discharging oil is returned to the tank by means of the flow adjusting valve) and e denotes-a discharging characteristic of the oil pump of the presen-t invention. Accordingly/ in Fig. 4, ~rea I is an invalid 3~3t7~.
discharging area and, according to the present invention, if the electromagne~ic clutch having the linear transmission characteristic is operated in the proximity of a point P
. then the oil pump can be effectively operated in ~rea II, that is, a valid discharging area.
Although, in the preferred embodiment as shown in Fig.
l, the electromagnetic clutch 8 is porvided to be directly coupled to the oil pump 6, even if an oil pump having smaller size, light weight a.nd a smaller discharging amount is used, it is possible to provide a transmission means for increasing the rotating speed of the oil pump between the clutch and the oil pump to thereby obtain desired steering power at an idling state of the engine or a lower speed running state.
As described above, the present invention, in contrast with an ON-OFF control, can provide the variable steering assistance in accordance with the preset vehicle speed and this, therefore, does not give an operator unstable feeling at the steering. Also, according to the present invention, . the changing between the power steering state and the manual steering state can be smoothly effected by the operation of the communicating valve, thereby stabilizing the operation of the steering wheel.
Claims (7)
1. An apparatus for operating a power steering motor to turn a steerable vehicle wheel, said apparatus comprising pump means for supplying fluid to the power steering motor, clutch means for transmitting power from a source of power to drive said pump means, said clutch means including a rotatable input member and a rotatable output member connected with said pump means, and control means responsive to vehicle speed and operatively associated with said clutch means for decreasing the rate of rotation of said output member relative to the rate of rotation of said input member as vehicle speed increases.
2. An apparatus as set forth in claim 1 wherein said control means includes sensor means for detecting changes in vehicle speed and means for effecting operation of said clutch means to decrease the rate of rotation of said output member relative to the rate of rotation of said input member in response to an increase in vehicle speed.
3. An apparatus as set forth in claim 1 wherein said control means includes detector means for detecting rotation of the steering wheel and means for causing said clutch means to increase the rate of rotation of said output member relative to the rate of rotation of said input member in response to rotation of the steering wheel.
4. An apparatus as set forth in claim 1 wherein said control means includes means for causing said clutch means to rotate said output member at a first speed prior to rotation of the steering wheel and for causing said clutch means to rotate said output member at a second speed which is greater than the first speed upon rotation of the steering wheel.
5. An apparatus as set forth in claim 1 wherein said control means includes speed sensor means for detecting when vehicle speed exceeds a predetermined speed and means for rendering said clutch means ineffective to rotate said output member during rotation of said input member at vehicle speeds above a predetermined speed.
6. An apparatus for operating a power steering motor to turn a steerable vehicle wheel, said apparatus comprising pump means for supplying fluid to the power steering motor, clutch means for transmitting power from a source of power to said pump means, said clutch means including a rotatable input member adapted to be rotated by a source of power, a rotatable output member connected with said pump means, and force transmitting means for transmitting rotary forces from said input member to said output member, said force transmitting means being operable between a standby condition in which forces are transmitted from said input member to said output member to rotate said output member at a relatively low standby speed, a second condition in which forces are transmitted from said
6. An apparatus for operating a power steering motor to turn a steerable vehicle wheel, said apparatus comprising pump means for supplying fluid to the power steering motor, clutch means for transmitting power from a source of power to said pump means, said clutch means including a rotatable input member adapted to be rotated by a source of power, a rotatable output member connected with said pump means, and force transmitting means for transmitting rotary forces from said input member to said output member, said force transmitting means being operable between a standby condition in which forces are transmitted from said input member to said output member to rotate said output member at a relatively low standby speed, a second condition in which forces are transmitted from said
Claim 6 continued...
input member to said output member to rotate said output member at a second speed, and a disengaged condition in which said force transmitting means is ineffective to transmit force from said input member to said output member, first detector means for detecting rotation of the steering wheel, second detector means for detecting when vehicle speed exceeds a predetermined speed, and control means connected with said first and second detector means and said force transmitting means for causing said force transmitting means to shift from the standby condition to the second condition in response to said first detector means detecting initiation of rotation of the steering wheel and for causing said force transmitting means to shift to the disengaged condition in response to said second detector means detecting a vehicle speed in excess of the predetermined speed.
input member to said output member to rotate said output member at a second speed, and a disengaged condition in which said force transmitting means is ineffective to transmit force from said input member to said output member, first detector means for detecting rotation of the steering wheel, second detector means for detecting when vehicle speed exceeds a predetermined speed, and control means connected with said first and second detector means and said force transmitting means for causing said force transmitting means to shift from the standby condition to the second condition in response to said first detector means detecting initiation of rotation of the steering wheel and for causing said force transmitting means to shift to the disengaged condition in response to said second detector means detecting a vehicle speed in excess of the predetermined speed.
7. An apparatus as set forth in claim 6 wherein said second detector means includes means for detecting variations in vehicle speed, said control means including means for decreasing the standby speed as vehicle speed increases with said force transmitting means in the standby condition.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000405323A CA1193971A (en) | 1982-06-16 | 1982-06-16 | Power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000405323A CA1193971A (en) | 1982-06-16 | 1982-06-16 | Power steering device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1193971A true CA1193971A (en) | 1985-09-24 |
Family
ID=4123027
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000405323A Expired CA1193971A (en) | 1982-06-16 | 1982-06-16 | Power steering device |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1193971A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113544018A (en) * | 2019-03-07 | 2021-10-22 | 蒂森克虏伯股份公司 | Motor vehicle control device having a switching function for at least one electrical consumer controlled by the motor vehicle control device |
-
1982
- 1982-06-16 CA CA000405323A patent/CA1193971A/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113544018A (en) * | 2019-03-07 | 2021-10-22 | 蒂森克虏伯股份公司 | Motor vehicle control device having a switching function for at least one electrical consumer controlled by the motor vehicle control device |
| US11909254B2 (en) | 2019-03-07 | 2024-02-20 | Thyssenkrupp Presta Ag | Motor vehicle control device having a switch-on and switch-off function for at least one electrical consumer that is to be controlled by the motor vehicle control device |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |