WO2004065195A1 - Verfahren zur synchronisation von lenkhandhabe und gelenkten fahrzeugrädern - Google Patents
Verfahren zur synchronisation von lenkhandhabe und gelenkten fahrzeugrädern Download PDFInfo
- Publication number
- WO2004065195A1 WO2004065195A1 PCT/EP2003/013482 EP0313482W WO2004065195A1 WO 2004065195 A1 WO2004065195 A1 WO 2004065195A1 EP 0313482 W EP0313482 W EP 0313482W WO 2004065195 A1 WO2004065195 A1 WO 2004065195A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- steering
- handle
- steering angle
- relative
- deviation
- Prior art date
Links
Classifications
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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
- B62D5/043—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear
- B62D5/0433—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by clutch means between driving element, e.g. motor, and driven element, e.g. steering column or steering gear the clutch being of on-off type
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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
- B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
- B62D5/003—Backup systems, e.g. for manual steering
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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
- B62D5/0409—Electric motor acting on the steering column
-
- 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
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
-
- 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
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/0475—Controlling other elements
- B62D5/0478—Clutches
Definitions
- the invention relates to a method for synchronizing the steering handle and steered vehicle wheels, in particular in a motor vehicle, according to the preamble of claim 1.
- the invention also relates to a device which is particularly suitable for the method.
- Steering systems with a variable assignment function are affected between the handle position of the steering handwheel and the steering angle set on the steered vehicle wheels.
- DE 196 01 826 AI shows a steering system in which a steering gear part controlling the steered vehicle wheels is mechanically connected to a steering handwheel on the one hand via a superposition gear and on the other hand to an automatically controlled electric motor. Accordingly, a change in the steering angle of the steered wheels is determined in each case by the superimposition of the change in the handling position of the steering handwheel and the change in position of the electric motor. With a control device assigned to the electric motor, any assignment function of the handle position and steering angle can in principle be set.
- a steering handwheel actuates a steering angle setpoint device
- Steered vehicle wheels are assigned a steering angle actual value transmitter and a steering actuator, for example an electric servomotor, which is controlled by a control device as a function of a target / actual value comparison of the steering angle.
- a steering actuator for example an electric servomotor
- the steering handwheel can also be actuated when the control device is not in operation, when the vehicle engine is switched off and / or when the electrical power supply on the vehicle fails.
- the assignment function of the steering wheel angle and the steering angle of the steered vehicle wheels is not given in accordance with the steering characteristic curve stored in the control device, but there is a mechanical coupling of the steering handle and the steered vehicle wheels with a mechanically predetermined assignment function.
- DE 196 01 826 AI this is the assignment function of the positive coupling between the steering handwheel and the steered vehicle wheels when the electric motor is at a standstill.
- DE 190 21 903 AI this is the assignment function of the forced coupling of the steering handwheel and the steered vehicle wheels which is effected when the clutch is closed.
- the above-mentioned correlation of the steered vehicle wheels and the steering handle is generally no longer given, since the assignment function between the handle position and steering angle is different in active forced coupling than in normal operation of the steering system. This can result in the normal position of the steering handle not coinciding with the straight-ahead position of the steered vehicle wheels when the forced coupling of the steering handle and steered vehicle wheels is maintained.
- the object of the invention is to enable automatic synchronization of the handle position of the steering handle and the steering angle set on the steered vehicle wheels in a steering of the type specified.
- the invention is based on the general idea of performing a possibly necessary or desirable synchronization of the steering handle and steered vehicle wheels after the activation of the control device.
- This can either be the activation after a failure or the activation by switching on the electrical energy supply by the driver, for example by means of the ignition.
- the control device can reject a position. Recognize and if necessary make a relative value.
- This relative setting means that the handle position and the steering angle correspond to one another, taking into account the currently valid assignment function.
- the query criterion can be, for example, a driving state variable of the vehicle or a variable describing an operating activity of the driver.
- the query criterion can be, for example, a driving state variable of the vehicle or a variable describing an operating activity of the driver.
- a driver who does not yet know the steering system or does not know it in such situations could be surprised. The driver could then feel that the steering is not following him.
- hazards arising from careless maintenance or repair work can be reduced. For example, a person could reach into the range of motion of the steered vehicle wheels or look into it with his head and be caught by the relative position if another person switches on the ignition at the same time. Since the relative value is only created when the further query criterion is met, this risk is excluded.
- the relative setting in particular at a longitudinal vehicle speed that is lower than a predeterminable speed threshold value, can only be carried out while the steering handle (8) is manually moved by the driver.
- This measure ensures that synchronization takes place by means of relative setting only when the driver is steering, in particular when there are low longitudinal vehicle speeds (for example below 5 km / h) or that Vehicle stops.
- Relative positions are very manageable for the driver if he himself carries out steering activities. He always has to make slight corrections, which is hardly noticed when steering, so that he always has the feeling that the steering of the vehicle reacts to his steering activity and follows it.
- the synchronization can be carried out practically unnoticed by the driver and can be carried out completely at a low driving speed.
- the relative setting in particular at a longitudinal vehicle speed that is greater than a predefinable speed threshold value, is carried out cyclically in steps and one adjustment step is carried out per adjustment cycle until the position deviation is approximately zero.
- the cyclical execution of adjustment steps makes it possible to carry out the relative adjustment adapted to the driving state of the vehicle and the driver's operating activity.
- the reduction in the positional deviation per adjustment cycle can be limited or fixed to a predetermined percentage of the current positional deviation, as a result of which the positional deviation approaches zero asymptotically. Tests have shown that such a reduction in the positional deviation, which is similar to the e-function, is very pleasant for the driver.
- an adjustment period is expediently specified, after the expiration of which the positional deviation has a value less than or equal to one Deviation threshold - which may be approximately zero - must have reached.
- the relative adjustment takes place at the steering wheel of the vehicle at a predetermined or limited adjustment speed. That is, the gradient of the distance in the adjustment path relative adjustment 'is limited or set to a fixed value. The driver can then correct the handle position at rest, so that the desired course of the vehicle is again present.
- the adjustment speed on the steered vehicle wheels can be, for example, between 0.1 and 1.0 ° per second. In accordance with the currently set assignment function, this results in the handling speed with which the driver must adjust or adjust the steering handle in order to maintain the course.
- the relative setting at a longitudinal vehicle speed that is lower than a predefinable speed threshold value only takes place if the direction of a change in handle position carried out by the driver corresponds to the direction in which the relative setting on the steered Vehicle wheels should take place.
- a relative setting on the steered vehicle wheels to the right is thus only carried out when the driver moves the steering handle in the direction corresponding to a wheel deflection to the right, that is, for example when he turns the steering handwheel to the right. This applies accordingly to the relativity setting to the left.
- the positional deviation can be determined in such a way that after activation of the control device (13), the target handle position of the steering handle (8) is determined, which corresponds to the current steering angle at the currently set steering angle. Gear ratio corresponds, with positional deviation resulting from the difference between the current handle position and the target handle position.
- the relative setting can be parameter-dependent.
- the adjustment speed can depend on one or more parameters that describe the current dynamic driving state or another vehicle state.
- the parameters are e.g. into consideration: an effective manual force on the steering handle, the momentary deflection of the steering handle from its normal position corresponding to the straight position of the steered vehicle wheels, the momentary deflection of the steered vehicle wheels from their straight position, the amount of the positional deviation, a variable which characterizes the lateral or longitudinal dynamics of the vehicle (eg the longitudinal vehicle speed) and / or the time.
- FIG. 1 shows an embodiment of a steering system in which the steered vehicle wheels are mechanically connected via a superposition gear with a steering handwheel and a self-locking electric motor
- Fig. 2 shows an embodiment of a steering system which works according to the "steer-by-wire" concept
- FIG. 3 is a diagram which shows various steering characteristics, each of which has an assignment function between see the handle position of the steering handwheel and the steering angle of the steered vehicle wheels indicate, further possible synchronization measures are shown as examples.
- a motor vehicle which is otherwise not shown in detail, has steerable front wheels 1 which are connected to one another by means of tie rods 2 with a connecting rod 3 for joint steering actuation.
- the connecting rod 3 is mechanically positively coupled via a gear 4 to a steering shaft 5, which is connected via a superposition gear 6 on the one hand to a steering handwheel shaft 7 on which a steering handle designed as a steering handwheel 8 is arranged in a rotationally fixed manner, and on the other hand via a shaft 9 to a self-locking electric motor 10 is connected to the drive.
- the superimposition of the rotary movements of the steering handwheel shaft 7 and the shaft 9 thus determines the rotary movement of the steering shaft 5.
- the rotary movements of the two shafts 7 and 9 are therefore superimposed, the rotary movement of the steering shaft 5 resulting from this superimposition.
- the handle position LH of the steering handwheel 8 is detected by a handle sensor.
- the steering handwheel shaft 7 or the steering handwheel 8 interacts with a rotation angle sensor 11 which forms the handling sensor and which detects the rotational adjustment of the steering handwheel 8 or the steering handwheel shaft 7.
- a torque sensor could also be used as the handling sensor.
- a steering angle transmitter is provided for detecting the steering angle currently set on the steered vehicle wheels.
- the connecting rod 3 interacts with a displacement sensor 12, which detects the displacement of the connecting rod 3 and thus the average steering angle LW of the front wheels 1.
- a displacement sensor 12 which detects the displacement of the connecting rod 3 and thus the average steering angle LW of the front wheels 1.
- the rotary angle sensor 11 and displacement sensor 12 are connected to corresponding inputs of an electronic control device 13 which controls the electric motor 10 or a driver circuit (not shown) of this motor 10, which in turn is connected in a rotationally fixed manner to the shaft 9 and drives it accordingly.
- an electronic control device 13 which controls the electric motor 10 or a driver circuit (not shown) of this motor 10, which in turn is connected in a rotationally fixed manner to the shaft 9 and drives it accordingly.
- the rotational movement of the shaft 9 is superimposed on the rotational movement of the steering handwheel shaft 7 to the rotational movement of the steering shaft 5, which is then converted into a change in the steering angle via the transmission 4, the connecting rod 3 and the tie rod 2.
- the connecting rod 3 is connected via the transmission 4 to a steering shaft 15, which can be separated and coupled to a movement by a coupling 16, so that the steering handwheel 8, which is arranged on this shaft 15 in a rotationally fixed manner at the distal end of the steering shaft 15, only at closed clutch 16 with the connecting rod 3 and accordingly with the steerable front wheels 1 mechanically motion-coupled and when the clutch 16 is open mechanically motion-decoupled from the steerable front wheels.
- the connecting rod 3 is drivingly connected to, for example, an electric, self-locking actuator 17.
- This or its driver circuit (not shown) is controlled by means of an electronic control device 18 which, on the input side, has a handle sensor, which is assigned to the steering handwheel 8 or the part of the steering shaft 15 on the steering wheel side and is designed as a rotation angle sensor 19, and a displacement sensor 20 Detection of the displacement of the connecting rod 3 and, accordingly, the average steering angle LW of the front wheels is assigned.
- the handling sensor could alternatively or additionally also have a torque sensor in this exemplary embodiment.
- An angle sensor could additionally or alternatively be used to measure the steering angle LW.
- the control device 18 is connected on the output side to the clutch 16 or a servomotor of the clutch 16 (not shown), which is kept open by the control device 18 during normal steering operation.
- the control device 18 In normal steering operation, the control device 18 carries out a target / actual value comparison for the steering angle LW.
- the steering angle setpoint is determined in the control device 18 on the basis of the handle position LH detected by the rotary angle sensor 19.
- the actual steering angle value is measured by the displacement sensor 20.
- the control device 18 controls the servomotor 17 as a function of the difference between the desired steering angle value and the actual steering angle value, so that as a result the steering adjustment of the steerable front wheels 1 follows the specifications of the steering handwheel 8.
- the control device 18 can take parameters into account when determining the steering angle setpoint, such as setting values that can be set by the driver or, for example, parameters describing the driving dynamics state of the vehicle, such as the longitudinal vehicle speed.
- Different assignment functions between the handle position LH and the steering angle LW - which can also be referred to as steering characteristics - can thus be set as a function of parameters. It is also conceivable that the driver can select one assignment function as the current assignment function from a plurality of predefined assignment functions or steering characteristics.
- first steering characteristic 21 is gradually shifted towards the second steering characteristic 22 until the through the second steering characteristic 22 given assignment function is reached.
- several steering characteristics lying between the first and second steering characteristics are activated successively, so that the driver slowly gets used to the changing steering behavior of the vehicle.
- a special operating characteristic 24 which differs from the second steering characteristic 22 and is predetermined by the mechanical design of the steering, applies, which represents a straight line in accordance with the example, but in principle can also have other courses as a modification of this.
- the special operating characteristic 24 is shown in dashed lines in FIG. 3.
- the steered front wheels 1 assume their straight-ahead position when the steering handwheel 8 is not in the central position or have a position deviating from the straight-ahead position when the steering handwheel 8 stands in its middle position.
- the second point P 2 on the special operating characteristic 24 has now been reached. If the electrical power supply is switched on again, for example by starting the vehicle, the assignment function that was set last and corresponds to the second steering characteristic curve 22 is activated or set. However, the second point P 2 does not lie on the steering characteristic curve 22, so that a relative setting between the steering handwheel 8 and the steered vehicle wheels 1 must take place for synchronization.
- the positional deviation S is determined.
- a target handle position LHsoii of the steering handle is determined, which corresponds to the current steering angle LW 2 with the currently set assignment function according to the steering characteristic curve 22, the positional deviation S resulting from the difference between the current handle position LH 2 and the target handle division LH So ⁇ results.
- the sign of the position deviation S indicates the direction in which the steered vehicle wheels 1 are to be moved during the relative setting.
- the vehicle longitudinal speed initially serves as the query criterion. If the vehicle's longitudinal speed is greater in magnitude than a predetermined speed threshold value - which can be, for example, between 0.5 and 5 km / h - then the relative value is set cyclically. An adjustment step is carried out in each adjustment cycle, so that the positional deviation S decreases after each adjustment step. The amount of the adjustment step carried out in each adjustment cycle results from a fixed, predetermined percentage of the amount of the positional deviation S presently present in this adjustment cycle. The amount of the adjustment steps accordingly decreases with each adjustment cycle.
- a predetermined speed threshold value can be, for example, between 0.5 and 5 km / h -
- the synchronization speed that is to say the gradient of the relative position
- the relative setting is therefore very slow, for example with synchronization speeds between 0.1 and 1.0 ° per second on the steered vehicle wheels.
- the positional deviation S must be a value less than or equal to a predetermined deviation threshold value in order to avoid positional deviations which are present for too long.
- the deviation threshold value can be approximately zero, for example.
- the ' relative setting ' takes place only while the steering handle 8 is being manually moved by the driver. Furthermore, only a relative adjustment is made if the direction of the change in handle position corresponds to the direction in which the relative adjustment is to take place. This means that a relative adjustment to the right on the steered vehicle wheels 1 takes place only when the steering wheel is turned to the right. This applies accordingly to a relativity setting to the left.
- the driver reverses the direction of rotation of the steering handwheel 8, so that, starting from this position, the association between the handle position LH and the steering angle LW is given according to arrow 27.
- the steering angle LW is reduced more by the superimposed relative position than is specified by the change in handle position and the second steering characteristic curve 22.
- the slope of the arrows 25 and 27 can be changed depending on the parameters, provided that the control device 13 of the steering system according to FIG. 1 and the control device 18 of the steering system according to FIG. 2 receive data on the respective parameters from a corresponding sensor system.
- the deviation with which the steering angle LW is again synchronized with the handle position LH by the superimposed relative position is calculated as a function of the longitudinal vehicle speed.
- other variables describing the vehicle longitudinal or transverse vehicle dynamics can also be taken into account, such as the longitudinal or lateral acceleration.
- the current handle position LH, the current steering angle LW or other parameters describing the vehicle state can also be taken into account.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/543,021 US20060129294A1 (en) | 2003-01-22 | 2003-12-01 | Method for synchronising a steering wheel and steered wheels of a motor vehicle |
EP03775401A EP1585662B1 (de) | 2003-01-22 | 2003-12-01 | Verfahren zur synchronisation von lenkhandhabe und gelenkten fahrzeugrädern |
DE50306445T DE50306445D1 (de) | 2003-01-22 | 2003-12-01 | Verfahren zur synchronisation von lenkhandhabe und gelenkten fahrzeugrädern |
JP2004566765A JP2006513086A (ja) | 2003-01-22 | 2003-12-01 | 自動車のかじ取りハンドルとかじ取りされる車輪とを同期させるための方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10302559A DE10302559A1 (de) | 2003-01-22 | 2003-01-22 | Verfahren zur Synchronisation von Lenkhandhabe und gelenkten Fahrzeugrädern |
DE10302559.6 | 2003-01-22 |
Publications (1)
Publication Number | Publication Date |
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WO2004065195A1 true WO2004065195A1 (de) | 2004-08-05 |
Family
ID=32747483
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2003/013482 WO2004065195A1 (de) | 2003-01-22 | 2003-12-01 | Verfahren zur synchronisation von lenkhandhabe und gelenkten fahrzeugrädern |
Country Status (5)
Country | Link |
---|---|
US (1) | US20060129294A1 (de) |
EP (1) | EP1585662B1 (de) |
JP (1) | JP2006513086A (de) |
DE (2) | DE10302559A1 (de) |
WO (1) | WO2004065195A1 (de) |
Cited By (8)
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EP1630069A3 (de) * | 2004-08-25 | 2006-03-22 | Toyota Jidosha Kabushiki Kaisha | Fahrzeuglenkeinrichtung |
EP1870311A1 (de) * | 2006-06-19 | 2007-12-26 | Jtekt Corporation | Fahrzeuglenkvorrichtung |
EP1905671A1 (de) * | 2005-07-20 | 2008-04-02 | Fujikiko Co., Ltd. | Lenkvorrichtung für ein fahrzeug |
WO2011054564A1 (de) * | 2009-11-04 | 2011-05-12 | Robert Bosch Gmbh | Lenksystem in einem fahrzeug |
US8087488B2 (en) | 2006-03-14 | 2012-01-03 | Toyota Jidosha Kabushiki Kaisha | Steering apparatus for vehicle that detects an anomaly of the connecting-disconnecting device between the steering wheel and the turnable wheels |
DE102017006585A1 (de) | 2017-07-12 | 2018-03-01 | Daimler Ag | Verfahren zur Korrektur eines Radwinkels gelenkter Räder eines Fahrzeugs |
DE102017006595A1 (de) | 2017-07-12 | 2018-03-01 | Daimler Ag | Verfahren zur Korrektur eines Radwinkels gelenkter Räder eines Fahrzeugs |
WO2019052651A1 (en) * | 2017-09-15 | 2019-03-21 | Thyssenkrupp Presta Ag | ACTUATOR SYNCHRONIZATION IN AN ELECTRICALLY CONTROLLED STEERING SYSTEM |
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DE102007000975A1 (de) * | 2007-11-06 | 2009-05-07 | Zf Lenksysteme Gmbh | Verfahren zum Ansteuern einer Überlagerungslenkung |
DE102007000976A1 (de) * | 2007-11-06 | 2009-05-07 | Zf Lenksysteme Gmbh | Verfahren zum Ansteuern einer Überlagerungslenkung |
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CN113386858A (zh) * | 2021-06-30 | 2021-09-14 | 重庆长安汽车股份有限公司 | Eps转角传感器角度中位修正自学习方法、系统及车辆 |
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JP3626665B2 (ja) * | 2000-06-21 | 2005-03-09 | 光洋精工株式会社 | 車両の姿勢制御装置 |
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- 2003-01-22 DE DE10302559A patent/DE10302559A1/de not_active Withdrawn
- 2003-12-01 JP JP2004566765A patent/JP2006513086A/ja not_active Withdrawn
- 2003-12-01 US US10/543,021 patent/US20060129294A1/en not_active Abandoned
- 2003-12-01 EP EP03775401A patent/EP1585662B1/de not_active Revoked
- 2003-12-01 DE DE50306445T patent/DE50306445D1/de not_active Expired - Lifetime
- 2003-12-01 WO PCT/EP2003/013482 patent/WO2004065195A1/de active IP Right Grant
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Cited By (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7500537B2 (en) | 2004-08-25 | 2009-03-10 | Toyota Jidosha Kabushiki Kaisha | Steering apparatus for vehicle |
EP1630069A3 (de) * | 2004-08-25 | 2006-03-22 | Toyota Jidosha Kabushiki Kaisha | Fahrzeuglenkeinrichtung |
EP1905671A1 (de) * | 2005-07-20 | 2008-04-02 | Fujikiko Co., Ltd. | Lenkvorrichtung für ein fahrzeug |
EP1905671A4 (de) * | 2005-07-20 | 2009-08-05 | Fuji Kiko Kk | Lenkvorrichtung für ein fahrzeug |
CN101223074B (zh) * | 2005-07-20 | 2010-08-18 | 株式会社捷太格特 | 车辆用转向装置 |
US8087488B2 (en) | 2006-03-14 | 2012-01-03 | Toyota Jidosha Kabushiki Kaisha | Steering apparatus for vehicle that detects an anomaly of the connecting-disconnecting device between the steering wheel and the turnable wheels |
EP1870311A1 (de) * | 2006-06-19 | 2007-12-26 | Jtekt Corporation | Fahrzeuglenkvorrichtung |
US7962262B2 (en) | 2006-06-19 | 2011-06-14 | Jtekt Corporation | Vehicle steering apparatus |
WO2011054564A1 (de) * | 2009-11-04 | 2011-05-12 | Robert Bosch Gmbh | Lenksystem in einem fahrzeug |
US8930076B2 (en) | 2009-11-04 | 2015-01-06 | Robert Bosch Gmbh | Steering system in a vehicle |
DE102017006585A1 (de) | 2017-07-12 | 2018-03-01 | Daimler Ag | Verfahren zur Korrektur eines Radwinkels gelenkter Räder eines Fahrzeugs |
DE102017006595A1 (de) | 2017-07-12 | 2018-03-01 | Daimler Ag | Verfahren zur Korrektur eines Radwinkels gelenkter Räder eines Fahrzeugs |
WO2019052651A1 (en) * | 2017-09-15 | 2019-03-21 | Thyssenkrupp Presta Ag | ACTUATOR SYNCHRONIZATION IN AN ELECTRICALLY CONTROLLED STEERING SYSTEM |
Also Published As
Publication number | Publication date |
---|---|
EP1585662B1 (de) | 2007-01-31 |
US20060129294A1 (en) | 2006-06-15 |
JP2006513086A (ja) | 2006-04-20 |
DE50306445D1 (de) | 2007-03-22 |
EP1585662A1 (de) | 2005-10-19 |
DE10302559A1 (de) | 2004-09-09 |
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