WO2011066904A1 - Elektrisch verriegelbare fahrzeuglenkung - Google Patents
Elektrisch verriegelbare fahrzeuglenkung Download PDFInfo
- Publication number
- WO2011066904A1 WO2011066904A1 PCT/EP2010/006945 EP2010006945W WO2011066904A1 WO 2011066904 A1 WO2011066904 A1 WO 2011066904A1 EP 2010006945 W EP2010006945 W EP 2010006945W WO 2011066904 A1 WO2011066904 A1 WO 2011066904A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- electric motor
- electrically
- steering
- engagement
- locking device
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
-
- 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
-
- 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
- B62D5/0403—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 constructional features, e.g. common housing for motor and gear box
- B62D5/0406—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 constructional features, e.g. common housing for motor and gear box including housing for electronic control unit
Definitions
- the invention relates to an electrically lockable vehicle steering system, comprising an electric motor for generating a steering torque, a steering control device and an electrically actuated locking device for locking the steering.
- the electrically actuated locking device is arranged according to DE 103 92 909 T5 between the electric motor and the worm gear and mounted either on the motor or on the housing of the worm gear.
- it comprises a gear ring arranged on the motor shaft ring with engagement openings, which is locked by means of an electrically actuated blocking member for locking the steering. Accordingly, the locking device for securing against unauthorized use must comply with the above-mentioned higher torque.
- the steering control device provided for driving the electric motor is arranged far away from the engine.
- the implementation of the electrically actuated locking device of the above-explained steering requires a lot of effort.
- the object of the invention is to improve the arrangement structure of an electrically lockable vehicle steering system.
- the steering system according to the invention comprises an electric motor for generating a steering torque, a steering control device and an electrically actuated
- Locking device for locking the steering. It is particularly characterized in that the steering control device is arranged in a housing which is fixed to the electric motor and the electrically actuable locking device comprises an actuator which is arranged in the housing of the steering control device.
- Locking device in this case results in a compact arrangement structure that can be very easily attached to the engine as a preassembled unit.
- a usually available for the electrically actuated locking device own control unit and the related manufacturing and assembly costs can be omitted.
- a monitoring of the electrically actuated locking device can be taken directly from the steering control unit.
- Both the steering control unit and the electrical components of the electrically actuatable locking device are safety-relevant components and must therefore be particularly protected, so that to the respective housing structure in terms of
- Electric motor arranged, whereas the housing of the steering control unit with the Actuator of the electrically actuated locking device is arranged on a first side opposite the second side of the electric motor. This allows a space-saving arrangement and avoids constructive restrictions in the connection area of the transmission to the electric motor.
- the electric motor is arranged in or on a steering gear housing of the steering, through which extends the handlebar. Accordingly, the housing of the steering controller is in the range of
- the electrically actuable locking device comprises a displaceable by means of the actuator engagement element and an engagement openings having engaging handle means.
- the engaging means is coupled within the electric motor with a motor shaft thereof or formed thereon.
- the engaging member is engageable with an engaging hole of the engaging means. Due to the arrangement of the electrically actuated locking device on the engine, the required holding moments due to the gear ratio to the handlebar are relatively low to withstand the above-mentioned, legally prescribed moments on the steering wheel. In comparison to a locking device which acts directly on the steering column, the mechanical components of the locking device can be dimensioned considerably smaller.
- the displaceable engagement element can be designed as a rigid locking bolt which blocks the motor shaft.
- the engagement member has a resilient pin which engages the electric motor upon engagement with one of the engagement holes, but does not block it, such that upon overcoming a moment caused by the latching spring pin jumps into another of the engagement openings. As a result, only the lesser moment must be supported to meet the security requirements.
- the moment caused by the latching is smaller than a torque that can be provided by the motor. Does it come during the operation of the steering due to a Malfunctioning to an engagement between the resilient pin and the engaging holes, this can be detected by the steering and by a suitable control of the motor.
- Electric motor to be compensated. As a result, the drivability of a vehicle equipped with the steering is maintained.
- a malfunction can be done for example by detecting the position of the resilient pin. These can be in end positions, which a disengaged position and a
- Lock position correspond limit switches or end position sensors are provided, the output signals are monitored continuously.
- a locking position of the electrically actuable locking device by evaluating the engine torque and / or
- Electric motor detected This is preferably done in the steering control unit, by using a steering blocking recognition existing there.
- Locking device with respect to a disengaged position and a
- Locking position can be checked by any movements of the electric motor in observations of the torque curve or motor current, any resistance is detected by a significant signal rise. If such a rise in signal occurs, this is interpreted to mean that the electrically operable locking device is in its locking position, otherwise a disengaged position is assumed.
- At least one of the aforementioned limit switches or end position sensors can be dispensed with.
- the electrically actuable locking device comprises a single end position sensor or limit switch, the one
- Steering control unit is arranged. This can ensure that the
- Engagement element is not only out of engagement with the Ei.ngriffs coupled, but is also located correctly in a predetermined disengaged position. This is particularly advantageous if the electrically actuated locking device after reaching the
- Out of engagement position is switched to a de-energized state.
- the actuator is designed as a magnetic actuator with locking in a locking position and a disengaged position of the engagement member.
- This allows a Stromlosscados both in the disengaged position and in the locking position, wherein it is ensured that the engagement element remains in the respectively occupied position, even with external shocks and the like.
- any malfunctions which could result from a current supply are prevented during the driving operation by the currentless switching. As a result, the safety of use of the steering is increased.
- the actuator of the electrically actuatable locking device is energized to the engagement element thereof from the disengaged position into engagement with a
- the reaching of the locking position is checked by the electric motor rotated at a defined speed and / or torque defined while the engine torque and / or the motor current are monitored for a significant increase.
- the direction of rotation of the electric motor may be reversed as a control and in turn monitored for a significant increase in engine torque and / or motor current.
- the engine is driven to a no-load condition. Thereafter, the electric motor and the electrically operated
- Locking device switched off. Thus, it is reliably ensured that the steering is locked.
- the actuator of the electrically actuatable locking device is energized in such a way at a start of the vehicle to move the engagement element thereof from the locking position to the disengaged position.
- the reaching of the disengaged position is detected by means of a switch or sensor. Because of the high safety relevance can be applied to control the electric motor with a defined motion pulse. In this case, the engine torque and / or the motor current are monitored for a significant increase. In the absence of such a rise within a defined time interval and / or rotation angle range, the actuator of the electrically actuable locking device is de-energized.
- FIG. 1 shows a schematic view of an embodiment of an electrically lockable vehicle steering system
- Figure 2 is a view of the steering gear housing with electric motor
- FIG. 3 shows a sectional view of the housing for the steering control unit
- FIG. 4 shows a detailed view of the engagement element and the engagement device of the electrically actuatable locking device.
- the embodiment relates to an electromechanical steering 1 of a
- the steering 1 comprises a steering gear housing 2 and a handlebar 3 extending through the steering gear housing 2. On the handlebar 3 engages a steering pinion to transmit a driver applied to a steering handle 4 steering command to the vehicle wheels 5. Furthermore, the steering to an electric motor 6 to
- the electric motor 6 can, as shown, be arranged axially parallel to the handlebar 3. However, it is also possible to arrange the electric motor 6 coaxially with the handlebar 3 or elsewhere, for example on a steering column 7, which mechanically connects the steering handle 4 to the steering pinion. In a steer-by-wire system, the steering column 7 is replaced by an electrical signal path.
- the drive torque of the electric motor 6 via a reduction gear 8 and a ball screw 9 is brought as an axial force on the handlebar 3 to action.
- the reduction gear 8 is exemplified as a belt drive, wherein a first pulley on a motor shaft 10 of the electric motor 6 and a second pulley on a ball screw nut of the ball screw 9 is arranged.
- a rotational drive torque of the electric motor 6 is translated into a translational motion component on the handlebar 3 to assist the driver while steering.
- a steering controller 11 For controlling the electric motor 6 is a steering controller 11 which generates an actuating signal for the electric motor 6 and, among other things, applied by the driver
- This steering torque can, for example, with a
- Torque measuring unit 12 are measured on the steering column 7, which the
- Steering handle 4 mechanically coupled to the handlebar 3.
- the Steering controller 11 further vehicle parameters are transmitted, which allow, for example, to consider a vehicle standstill and the on state of the ignition.
- the steering controller 11 is arranged in a housing 13, which in turn on
- Electric motor 6 is attached and in addition to the actual control logic 14 and the associated power electronics receives. As shown in Figures 1 and 2, the housing 13 of the steering controller 11 is flanged to a reduction gear 8 opposite end face of the electric motor 6 and sealed to the outside.
- the steering 1 comprises an electrically actuated Verriegeluhgseinnchtung 20, whose electrical components accommodated in the housing 13 of the steering control unit 11.
- the housing 13 offers due to its massive design and its arrangement near the steering gear housing 2 good protection against willful interference.
- the electrically actuatable locking device 20 comprises an actuator 21 which is arranged in the housing 13 and, depending on the energization, applies a force to an armature 22 in a first or an opposite direction in order to displace it.
- the actuator 21 is a magnetic actuator with two electric coils 21 a and 21 b, which are arranged coaxially with the armature 22.
- the armature 22 has an engagement element 23 which can be designed as a pin or pin and extends into the electric motor 6. As Figure 3 shows, the engagement member 23 is slidably mounted on an axial guide 24 and extends through a frontal
- Locking be provided, in which a retention in the end positions preferably takes place by means of permanent magnets.
- the electrically actuatable locking device 20 further comprises an engagement opening
- Engagement means 30 may be formed directly on the motor shaft.
- the disk 32 formed, which is rotatably coupled to the motor shaft 10.
- the disk 32 is shown in more detail in FIG. It has on its outer periphery a plurality of successive engagement openings 31 in the form of radial recesses 33 or grooves. However, it is also possible to design the engagement openings 31 as hole openings.
- Locking position with the engaging holes 31 are brought into engagement.
- the armature 22 is in contact with the end stop 26 and is in this case locked with its recess 28 by the resilient pressure body 29. Since the engagement element 23 is supported in the direction of rotation of the disc 32 against the housing 13, a rotation of the motor shaft 10 is prevented in the locking position.
- the engagement member 23 is formed as a resilient pin 34, which may be made for example of the spring wire.
- the spring-loaded pin 34 is matched to the engagement openings 31, that in the locked position while a yielding or slipping is possible, the system, however, withstand continuously or intermittently a torque of at least 100 Nm on the steering handle 4. Because of the high
- the engagement member 23 is also possible to form the engagement member 23 as a substantially rigid locking bolt, which locks the disc 32 in the locking position, so that jumping from one to the next engagement opening 31 is excluded.
- the engagement member 23 and the corresponding engagement means 30 must be made more massive, since due to legal requirements in the armed position of the steering then under static conditions a higher torque of at least 300 Nm must be supported around the steering column axis in both directions.
- the electrically actuatable locking device 20 further comprises a limit switch or sensor 36, with which it can be determined whether the armature 22 or the engagement member 23 has reached a defined disengaged position or is located in this.
- Limit switch or sensor 36 may be configured for example as a Hall sensor. However, other detection principles are possible. Another limit switch or sensor may be provided for the locking position.
- a second limit switch close proximity of the steering controller 11 within the associated housing 13 has been dispensed with in the illustrated embodiment, a second limit switch.
- the locking position is instead detected by evaluating the engine torque and / or motor current of the electric motor 6 during a defined movement pulse of the electric motor 6, since it is in an engagement of the engagement element 23 in one of
- Engagement openings 31 of the engagement device 30 comes to a significant signal rise. This signal increase replaces the signal of a limit switch or sensor for the
- a safety check is first performed, which includes, among other things, to verify the vehicle standstill and the switching off of the ignition on the basis of significant vehicle parameters. For this purpose, for example, the current speed of the vehicle engine and the vehicle speed can be read. Furthermore, state parameters of the steering can be used. It is also possible to allow activation of the lock only if the state of the steering is recognized as unlocked.
- the actuator 21 is first supplied with current in order to generate a force in the direction of the engagement device 30 on the armature 22 or engagement element 23.
- the engagement member 23 releases from the latching of the disengaged position and moves in the direction of the engagement means 30.
- the electric motor 6 is rotated at a defined low speed and / or defined low moment while the
- Steering blocker detection detected and interpreted as reaching the locking position.
- To control the electric motor 6 then rotates in the opposite direction to confirm a new torque or current increase that the engagement member 23 and the spring-loaded pin 34 is in the locked position. If such a verification is not possible, an error message is generated which can be displayed to the driver. If, however, the locking position is confirmed, the control logic 14 causes the
- Electric motor 6 to drive in a no-load position.
- the electrically actuable locking device 20, in particular its actuator 21 is de-energized.
- the armature 22 and the engaging member 23 is due to the locking securely in the
- the electric motor 6 is moved after a signal check until it can be moved substantially torque-free. This has the advantage that when returning the engagement element 23, no high frictional forces between the engagement element 23 and the engagement device 30 have to be overcome.
- control logic 14 can subsequently be checked by means of the steering blockage recognition as to whether the electric motor can rotate freely. This can be done as explained above, characterized in that the electric motor 6 is acted upon by a defined motion pulse and thereby the
- Engine torque and / or the motor current is monitored for a significant increase. In the absence of such a rise within a defined time interval and / or rotational angle range of the actuator 21 is de-energized.
- the electrically operable Verriegeluhgs Rhein 20 is monitored by means of the limit switch or -sensor 36 continuously to see whether the engagement member 23 is in the disengaged position.
- the actuator 21 remains switched off, so that no drive can take place in the direction of the locking position.
- the latching mechanically or magnetically prevents the engagement element 23 from moving out of the disengaged position.
- the cogging torque is compensated by a larger drive torque of the electric motor 6.
- the steering remains operable for the driver.
- an error signal is generated which is displayed to the driver so that he can initiate a troubleshooting.
- the telescoping of the steering column remains unimpaired.
- an arrangement of the electric motor 6 and the housing 13 of the Steering control unit 11 achieved in the region of the steering gear housing 2, a high occupant protection especially in the knee impact area.
- the above-described configuration is characterized by a low manufacturing and Montageteetechhischen effort.
- the electrically actuable locking device 20 is insensitive to tolerances. The accuracy requirements for the required components are therefore low.
- only a housing 13 for the steering control unit 11 and the electrical components of the locking device 20 is required, which must be made very stable in view of the relevance of said components.
- Engagement means 30, can be pre-assembled in the housing 13. The entire unit is then attached to and sealed to the electric motor 6. This allows a quick and easy installation. A functional test can be performed after a contact between the electric motor 6 and the steering controller 11. This particular possible before assembly of said components on the steering gear housing 2.
- the electrically actuable locking device 20 is a separate module that can be omitted without any effort in configurations in which the above-mentioned safety device against unauthorized use is not or otherwise required.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Power Steering Mechanism (AREA)
- Lock And Its Accessories (AREA)
- Steering Controls (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020127015237A KR101378620B1 (ko) | 2009-12-05 | 2010-11-15 | 전기적으로 잠금 가능한 차량 스티어링 시스템 |
CN201080055072.6A CN102639369B (zh) | 2009-12-05 | 2010-11-15 | 可电力闭锁的汽车转向机构 |
EP10779478A EP2507099A1 (de) | 2009-12-05 | 2010-11-15 | Elektrisch verriegelbare fahrzeuglenkung |
BR112012013388A BR112012013388A2 (pt) | 2009-12-05 | 2010-11-15 | direção para veículo, que pode ser travada eletricamente |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009057151.5 | 2009-12-05 | ||
DE102009057151.5A DE102009057151B4 (de) | 2009-12-05 | 2009-12-05 | Elektrisch verriegelbare Fahrzeuglenkung |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011066904A1 true WO2011066904A1 (de) | 2011-06-09 |
Family
ID=43585544
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2010/006945 WO2011066904A1 (de) | 2009-12-05 | 2010-11-15 | Elektrisch verriegelbare fahrzeuglenkung |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP2507099A1 (de) |
KR (1) | KR101378620B1 (de) |
CN (1) | CN102639369B (de) |
BR (1) | BR112012013388A2 (de) |
DE (1) | DE102009057151B4 (de) |
WO (1) | WO2011066904A1 (de) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010042435A1 (de) * | 2010-10-14 | 2012-04-19 | Zf Lenksysteme Gmbh | Elektrische Servolenkung |
DE102011056382A1 (de) * | 2011-12-14 | 2013-06-20 | Zf Lenksysteme Gmbh | Lenksystem in einem Fahrzeug |
DE102011056379A1 (de) * | 2011-12-14 | 2013-06-20 | Zf Lenksysteme Gmbh | Lenksystem in einem Fahrzeug |
DE102014208032A1 (de) * | 2014-04-29 | 2015-10-29 | Bayerische Motoren Werke Aktiengesellschaft | Elektromechanische Servolenkung mit achsparallelem Antrieb |
DE102015219899B4 (de) | 2015-10-14 | 2020-01-30 | Continental Automotive Gmbh | Stelleinrichtung zum Betätigen eines Stellglieds eines Turboladers sowie Turbolader für eine Brennkraftmaschine |
KR102546961B1 (ko) * | 2018-07-20 | 2023-06-23 | 현대모비스 주식회사 | 스티어 바이 와이어 장치 |
DE102020212639A1 (de) | 2020-10-07 | 2022-04-07 | Volkswagen Aktiengesellschaft | Verfahren zur Erkennung einer Lenkungsblockade bei einem Fahrzeug sowie Fahrzeug mit Lenkungsblockade-Erkennungsfunktion |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0630800A1 (de) * | 1993-06-21 | 1994-12-28 | Valeo Electronique | Elektrische Servolenkeinrichtung mit Verriegelung der Lenksäule |
DE10158923A1 (de) * | 2001-11-30 | 2003-06-12 | Marquardt Gmbh | Lenkungseinrichtung für ein Kraftfahrzeug |
FR2842153A1 (fr) * | 2002-07-11 | 2004-01-16 | Soc Mecanique Irigny | Dispositif de blocage a fonction antivol pour vehicule automobile a direction assistee electrique |
DE102009001430A1 (de) * | 2009-03-10 | 2010-09-16 | Zf Lenksysteme Gmbh | System zur Verriegelung einer elektrischen Servolenkung |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19601827B4 (de) * | 1996-01-19 | 2006-10-26 | Robert Bosch Gmbh | Lenksystem für ein Kraftfahrzeug |
FR2793749A1 (fr) * | 1999-05-17 | 2000-11-24 | Lemforder Nacam Sa | Dispositif de securite contre le vol d'un vehicule automobile |
DE10109989B4 (de) * | 2001-03-01 | 2010-04-15 | Fendt, Günter | Lenkradverriegelung für Kraftfahrzeuge |
FR2831502B1 (fr) | 2001-10-31 | 2005-04-15 | Soc Mecanique Irigny | Dispositif antivol pour vehicule automobile a direction assistee electrique |
DE10201242A1 (de) * | 2002-01-08 | 2003-07-24 | He Pa Gmbh | Schubladensicherungssystem |
FR2837445B1 (fr) * | 2002-03-25 | 2004-06-11 | Soc Mecanique Irigny | Dispositif de deblocage de direction, pour vehicule equipe d'une direction assistee electrique |
FR2889142B1 (fr) * | 2005-07-27 | 2008-10-03 | Peugeot Citroen Automobiles Sa | Dispositif antivol permettant de commander le verrouillage d'une colonne de direction d'un vehicule automobile |
DE102006045382A1 (de) * | 2006-09-26 | 2008-04-03 | Daimler Ag | Lenksystem eines Fahrzeugs mit einer Überlagerungsvorrichtung |
DE102006056042B4 (de) * | 2006-11-28 | 2018-06-14 | Volkswagen Ag | System zur Verriegelung und Freigabe einer elektromechanischen Lenkung |
DE102008026612A1 (de) * | 2008-06-03 | 2009-12-10 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs mit Lenksystem und Lenksystem |
-
2009
- 2009-12-05 DE DE102009057151.5A patent/DE102009057151B4/de active Active
-
2010
- 2010-11-15 KR KR1020127015237A patent/KR101378620B1/ko active IP Right Grant
- 2010-11-15 CN CN201080055072.6A patent/CN102639369B/zh active Active
- 2010-11-15 WO PCT/EP2010/006945 patent/WO2011066904A1/de active Application Filing
- 2010-11-15 EP EP10779478A patent/EP2507099A1/de not_active Withdrawn
- 2010-11-15 BR BR112012013388A patent/BR112012013388A2/pt not_active IP Right Cessation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0630800A1 (de) * | 1993-06-21 | 1994-12-28 | Valeo Electronique | Elektrische Servolenkeinrichtung mit Verriegelung der Lenksäule |
DE10158923A1 (de) * | 2001-11-30 | 2003-06-12 | Marquardt Gmbh | Lenkungseinrichtung für ein Kraftfahrzeug |
FR2842153A1 (fr) * | 2002-07-11 | 2004-01-16 | Soc Mecanique Irigny | Dispositif de blocage a fonction antivol pour vehicule automobile a direction assistee electrique |
DE10392909T5 (de) | 2002-07-11 | 2005-07-21 | Koyo Steering Europe (K.S.E.) | Sperrvorrichtung mit Diebstahlsicherungsfunktion für Kraftfahrzeuge mit elektrischer Servolenkung |
DE102009001430A1 (de) * | 2009-03-10 | 2010-09-16 | Zf Lenksysteme Gmbh | System zur Verriegelung einer elektrischen Servolenkung |
Also Published As
Publication number | Publication date |
---|---|
KR101378620B1 (ko) | 2014-03-27 |
DE102009057151A1 (de) | 2011-06-09 |
KR20120086722A (ko) | 2012-08-03 |
CN102639369A (zh) | 2012-08-15 |
DE102009057151B4 (de) | 2023-11-16 |
EP2507099A1 (de) | 2012-10-10 |
BR112012013388A2 (pt) | 2016-03-08 |
CN102639369B (zh) | 2015-04-29 |
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