WO2023174651A1 - Unité de direction réglable pour véhicule automobile et procédé de pivotement d'une jante de volant dans un véhicule automobile - Google Patents

Unité de direction réglable pour véhicule automobile et procédé de pivotement d'une jante de volant dans un véhicule automobile Download PDF

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Publication number
WO2023174651A1
WO2023174651A1 PCT/EP2023/054399 EP2023054399W WO2023174651A1 WO 2023174651 A1 WO2023174651 A1 WO 2023174651A1 EP 2023054399 W EP2023054399 W EP 2023054399W WO 2023174651 A1 WO2023174651 A1 WO 2023174651A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering wheel
steering
adjustable
steering unit
wheel rim
Prior art date
Application number
PCT/EP2023/054399
Other languages
German (de)
English (en)
Inventor
Dominik Schütz
Constantin VON RODEN
Johannes Morhart
Original Assignee
ZF Automotive Safety Germany GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Automotive Safety Germany GmbH filed Critical ZF Automotive Safety Germany GmbH
Publication of WO2023174651A1 publication Critical patent/WO2023174651A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/181—Steering columns yieldable or adjustable, e.g. tiltable with power actuated adjustment, e.g. with position memory
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B62D1/10—Hubs; Connecting hubs to steering columns, e.g. adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/183—Steering columns yieldable or adjustable, e.g. tiltable adjustable between in-use and out-of-use positions, e.g. to improve access

Definitions

  • Adjustable steering unit for a motor vehicle and method for pivoting a steering wheel rim in a motor vehicle
  • the invention relates to an adjustable steering unit for a motor vehicle and a method for pivoting a steering wheel rim in a motor vehicle.
  • the first folding steering wheels originally had the aim of making it easier to get into a motor vehicle. For this purpose, these steering wheels are folded down manually, which increases the space in front of the steering wheel and thus the freedom of movement.
  • the aim is also to increase comfort.
  • the steering wheel is not needed during an autonomous drive, so it only unnecessarily restricts the vehicle occupant's freedom of movement in the driver's seat.
  • an adjustable steering unit for a motor vehicle with a steering wheel which has a steering wheel rim, and a steering column, of which at least a section is displaceable in the longitudinal direction of the steering column, the steering wheel being coupled to the displaceable section.
  • a pivot bearing for the steering wheel is provided, with a pivot axis, around which the steering wheel rim can be adjusted from a position of use into a pivoted, flatter stowage position.
  • a holding device for the steering wheel which is coupled to the steering wheel when the steering wheel is moved in such a way that it introduces a force into the steering wheel, the extended line of action of which does not intersect the pivot axis, and the steering wheel rim is thereby pivoted.
  • the steering unit is therefore designed to bring about a pivoting movement of the steering wheel rim as a result of a linear displacement movement of the displaceable section, so that the steering wheel rim experiences a superimposed movement from the linear displacement movement and the pivoting movement.
  • a rotational movement of the steering wheel rim is induced or derived by the linear displacement movement.
  • the holding device serves as a type of spacer, which ensures a minimum distance between a non-displaceable part of the steering unit and a part on which the holding device engages on the steering wheel.
  • the position of use corresponds, for example, to the position of the steering wheel during manual steering operation by a vehicle driver, i.e. non-autonomous operation of the motor vehicle.
  • a vehicle driver i.e. non-autonomous operation of the motor vehicle.
  • it is suitable Stowage position for autonomous steering operation, in which the vehicle driver does not have to intervene in the steering.
  • the steering column has at least one linear guide and has at least one slide guided by the linear guide, the slide forming the displaceable section.
  • the linear guide has the advantage that all degrees of freedom of the slide are withdrawn except for a translational degree of freedom, which is required for the translational displacement of the displaceable section.
  • the steering wheel is not statically supported by the holding device in the use position of the steering unit.
  • the holding device is therefore additionally provided and is not required to statically support the steering wheel and thus also the steering wheel rim. There is therefore a decoupling between the holding device, which is used for pivoting, and the suspension of the steering wheel on the steering column.
  • a linear drive is provided which is coupled to the displaceable section and a fixed section of the steering unit in such a way that the sections can be moved relative to one another by motor.
  • the linear drive thus enables the displaceable section to be moved automatically relative to the fixed section of the steering column. This means that no manual movement of the displaceable section by an operator, e.g. a vehicle passenger, is necessary if the operator wants to move the steering unit between the use position and the stowage position. For example, the vehicle occupant can trigger the movement of the displaceable section simply by actuating an actuating element.
  • the steering wheel is spring-loaded relative to the displaceable section in the pivoting direction towards the position of use.
  • a torsion spring enveloping the pivot bearing is provided with two ends, one of the two ends being on a component of the steering wheel which is pivotably mounted via the pivot bearing, and the other end on the displaceable section or a component of the steering unit which is mechanically firmly connected to the displaceable section , is present.
  • the spring loading thus holds the steering unit in a position of use, provided that the holding device is not on the steering wheel affects.
  • the holding device can therefore be made simpler since, for example, it is only loaded under pressure and not under tension while the steering unit is transferred from the stowed position back to the position of use.
  • a locking mechanism is provided, via which the pivotally mounted steering wheel can be locked in the position of use on the displaceable section.
  • the locking mechanism fixes the pivotally mounted steering wheel in its position of use.
  • the locking mechanism thus prevents the steering wheel from unintentionally pivoting during manual ferry operation, for example when the vehicle driver pulls the steering wheel rim towards his body in the use position.
  • the locking mechanism is therefore a type of safety mechanism.
  • the locking mechanism positively couples the steering wheel to the displaceable section in a locked position.
  • the locking mechanism is spring-loaded in the direction of its locking position.
  • the positive connection ensures that a steering torque applied to the steering wheel by the vehicle driver can in turn be safely transferred to the steering column without the steering wheel being pivoted in an undesirable manner.
  • the load on the pivot bearing is reduced during steering.
  • the locking mechanism thus takes away the last remaining rotational degree of freedom between the steering wheel rim and the displaceable section.
  • spring loading of the locking mechanism into its locked position can be particularly advantageous in order to prevent unintentional loosening of the locking mechanism.
  • At least one spring element is provided, which acts both on the locking mechanism in the direction of its locked position and on the steering wheel relative to the displaceable section in the pivoting direction towards the position of use.
  • the spring element can be, for example, a torsion spring and takes on a dual function by forcing the locking mechanism into its locked position and simultaneously forcing the steering wheel into its position of use. This means that in advantageously reduce the number of spring elements required and realize a particularly compact design of the steering unit.
  • the holding device comes into engagement with the locking mechanism when the steering wheel is moved towards the front of the vehicle and thereby moves the locking mechanism into a release position.
  • the locking mechanism has at least one movable pawl. This means that no additional elements are necessary to operate the locking mechanism. Consequently, it is not necessary to separately ensure that the locking mechanism is actuated before the steering wheel rim is pivoted. This averts the risk that the holding device will damage other components of the steering unit if the locking mechanism has not previously been brought into the release position.
  • the pivot axis runs horizontally, the upper end of the steering wheel can be pivoted downwards into the stowage position and the locking mechanism is arranged above the pivot axis.
  • the locking mechanism has pawls located in front view of the steering wheel rim on two separate sides extending through a vertical plane passing through the central axis of the steering column. It has been found that pivoting the steering wheel rim downwards is particularly advantageous since the adjustable steering unit can be adapted to the shape of the interior lining of the vehicle and thus less interior space is required in the vehicle in the stowed position. Taking these aspects into account, the arrangement of the pivot axis and the locking mechanism mentioned is particularly advantageous. In general, however, it is of course also conceivable that the locking mechanism is arranged below the pivot axis and the steering wheel rim pivots upwards when adjusted from the use position to the stowage position.
  • the holding device is a linkage which is permanently connected to a fixed section of the steering unit in a mechanically rotation- and displacement-proof manner.
  • the linkage enables the pivot bearing to be placed further away from the point of contact of the linkage on the steering wheel, since even with a larger pivoting movement of the steering wheel rim, the linkage is still at the same contact point Steering wheel attacks.
  • due to the larger distance between the contact point and the pivot axis due to the lever law only a comparatively small force has to be applied to the steering wheel by the linkage.
  • the pivot bearing couples a plate-shaped middle part of the steering wheel with the displaceable section, with the holding device engaging on the plate-shaped middle part. This means that the steering wheel rim and the plate-shaped middle part can be pivoted.
  • the pivot bearing couples a steering wheel spoke of the steering wheel with the displaceable section, with the holding device engaging on the steering wheel spoke of the steering wheel.
  • the steering wheel rim (together with one or more steering wheel spokes) can be pivoted, while the plate-shaped middle part of the steering wheel, designed as a steering wheel hub, is not pivoted.
  • a front gas bag module is preferably provided on the plate-shaped middle part of the steering wheel, the steering wheel rim only partially surrounding the plate-shaped middle part and being interrupted in such a way that the front gas bag module can be activated both in the use position and in the stowed position.
  • a closed circumferential steering wheel rim is interrupted in a suitable manner, for example in the area of a 12 o'clock position with a steering wheel of the motor vehicle that is in the use position and set for straight-ahead travel, there is the advantage that a front gas bag of the front gas bag module is both in the use position and in the stowage position of the steering unit can unfold and provide occupant restraint. Accordingly, the front gas bag module is not deactivated in the stowed position, but remains activated in the event of a crash, regardless of the pivoting position of the steering wheel rim.
  • the locking mechanism is part of the steering wheel and is integrated into the plate-shaped middle part or the steering wheel spoke.
  • a method for pivoting a steering wheel rim in a motor vehicle with the following steps: Providing a motor vehicle with an adjustable steering unit, in particular according to the invention, comprising a steering column and a steering wheel with a steering wheel rim, the steering column having a fixed section attached to the motor vehicle and a displaceable section to which the steering wheel is coupled via a pivot bearing; linearly moving the displaceable section relative to the fixed section;
  • the method described thus enables a pivoting movement to be brought about as a result of a linear displacement in the direction of a vehicle front of the motor vehicle, the steering wheel rim being pivoted at the same time as a result of this displacement.
  • This is achieved by blocking a section of the steering wheel, i.e. H. kept at a distance, while part of the steering wheel in the immediate vicinity of the pivot bearing is moved further towards the front of the vehicle.
  • a spring element is provided to ensure that the steering wheel rim is returned to its position of use with as little effort as possible.
  • Figure 1 shows an adjustable steering unit according to the invention according to an embodiment in a perspective view, the steering unit being shown in a position of use;
  • Figure 2 shows the steering unit according to the invention from Figure 1 in a perspective view, the steering unit being shown in a stowed position
  • Figure 3 shows a section of a top view of the steering unit according to the invention from Figure 1, the steering unit being shown in a position of use;
  • Figure 4 shows a section of a top view of the steering unit according to the invention from Figure 1, the steering unit being shown in a first intermediate position;
  • Figure 5 shows a section of a top view of the steering unit according to the invention from Figure 1, the steering unit being shown in a second intermediate position;
  • Figure 6 shows detail VI of Figure 5 enlarged
  • Figure 7 shows a section of a top view of the steering unit according to the invention from Figure 1, the steering unit being shown in a stowed position;
  • Figure 8 shows an adjustable steering unit according to the invention according to a further embodiment in a perspective view, the steering unit being shown in a position of use;
  • Figure 9 shows the steering unit according to the invention from Figure 8 in a perspective view, the steering unit being shown in a stowed position
  • Figure 10 shows an adjustable steering unit according to the invention according to yet another embodiment in a perspective view, the steering unit being shown in a position of use;
  • Figure 11 shows the steering unit according to the invention from Figure 10 in a perspective view, with the steering unit being shown in a stowed position.
  • FIG. 1 shows a steering unit 10 according to a first embodiment.
  • a steering unit 10 can be used, for example, in an autonomously driving motor vehicle, with the steering unit 10 being set up for both manual steering operation and autonomous steering operation.
  • the steering unit 10 has a steering wheel 12 and a steering column 14.
  • the steering wheel 12 is coupled to a displaceable section 16 of the steering column 14.
  • the steering column 14 has a fixed section 18, which can be coupled to other components of a motor vehicle.
  • the displaceable section 16 is displaceable relative to the fixed section 18 in order to be able to move the steering wheel 12 between a use position and a storage position (see Figures 1 and 2).
  • the displaceable section 16 is designed as a carriage 20 and can be moved linearly in a linear guide 22 of the fixed section 18.
  • a linear drive is provided which is coupled to the displaceable section 16 and to the fixed section 18 in such a way that the sections 16, 18 can be moved relative to one another by motor.
  • the steering wheel 12 has a steering wheel rim 24, which merges into a plate-shaped middle part 28 of the steering wheel 12 via, for example, two steering wheel spokes 26.
  • pivot bearings 30 which couple the steering wheel rim 24 to the middle part 28.
  • the plate-shaped middle part 28 is again firmly connected to the displaceable section 16.
  • the pivot bearings 30 form a common pivot axis S1, around which parts of the steering wheel 12, here the steering wheel rim 24 and the steering wheel spokes 26, can be pivoted.
  • Each pivot bearing 30 is surrounded by a torsion spring 32, the torsion spring 32 biasing the steering wheel rim 24 together with the steering wheel spokes 26 relative to the plate-shaped middle part 28.
  • the torsion spring 32 has two straight, loose ends 33.
  • the steering wheel 12 has a locking mechanism 34 with which the steering wheel rim 24 can be locked in a rotationally fixed manner on the plate-shaped middle part 28, the locking mechanism 34 then being in a locked position (see Figure 4).
  • the locking mechanism has a release position in which the steering wheel rim 24 is released (see Figure 5).
  • the torsion spring 32 has a dual function and not only biases the steering wheel rim 24 and the steering wheel spokes 26 relative to the plate-shaped middle part 28 in the pivoting direction towards the use position, but also simultaneously biases the locking mechanism 34 towards the locking position.
  • one of the two ends 33 of the torsion spring 32 rests on the plate-shaped middle part 28 and the other end 33 rests on the locking mechanism 34 (see Figure 6).
  • the ends 33 of the torsion spring 32 lie on the one hand on the non-pivoting middle part 28 of the steering wheel 12 and on the other hand on a pivotable part of the steering wheel 12, more precisely on the locking mechanism 34.
  • the steering unit 10 also has a holding device 36, which serves to transfer the steering wheel rim 24 from the use position shown in FIG. 1 into the stowage position shown in FIG. 2.
  • the steering wheel 12 is not statically supported by the holding device 36 in the position of use. This can be seen in particular from Figure 1, which shows that the holding device 36 is not permanently in contact with the steering wheel 12.
  • the holding device 36 is designed as a rod-shaped spacer 38, which is attached to the fixed section 18 of the steering column 14 so that it cannot rotate or move.
  • the holding device 36 engages the locking mechanism 34 of the steering wheel 12.
  • the locking mechanism 34 can be brought into the release position as already mentioned. This means that the locking mechanism 34, triggered by the holding device 36, releases the steering wheel rim 24 and this can be pivoted relative to the displaceable section 16 about the pivot axis S1.
  • the transfer of the adjustable steering unit 10 from the use position to the stowage position using the method according to the invention for pivoting a steering wheel rim 24 will be explained below with reference to Figures 3 to 7.
  • the steering unit 10 is shown in a position of use, as can be found, for example, during manual steering operation in a motor vehicle.
  • the displaceable section 16 is displaced linearly in the direction of a central axis M of the steering column 14 and relative to the fixed section 18.
  • a first intermediate position is shown in FIG. In this first intermediate position, the rod-shaped spacers 38 touch the locking mechanism 34 at one contact point K.
  • the spacers 38 touch an actuating arm 40 which is acted upon by the torsion spring 32 and which engages in a form-fitting manner in an edge piece 42 of the middle part 28.
  • the actuating arm 40 and the edge piece 42 have a stepped profile, which complement each other when engaged.
  • the actuating arm 40 is pivotally mounted about a pivot arm axis S2.
  • the coupling arms 40 are pivoted about the pivot arm axis S2 (see Figures 5 and 6).
  • the actuating arm 40 detaches from the edge piece 42, whereby the steering wheel spokes 26 with the steering wheel rim 24 are released.
  • the spacers 38 exert a force on the actuating arms 40 at the contact points K, whereby the spring force of the torsion spring 32 is overcome and the actuating arms 40 pivot about the pivot arm axis S2.
  • the steering wheel rim 24 By exerting force on the locking mechanism 34, the steering wheel rim 24 experiences a superimposed movement, which is composed of the pivoting movement and the linear movement of the displaceable section 16.
  • FIG. 8 shows a further embodiment of a steering unit 10, which is very similar to the previously described embodiment according to FIG.
  • the pivot bearing 30 which is designed and arranged differently. Due to the central arrangement of the pivot bearing 30 on the plate-shaped middle part 28, only a single pivot bearing 30, i.e. a pivot bearing 30 with only a single axis, is used.
  • the pivot bearing 30 supports the plate-shaped middle part 28 relative to the displaceable section 16.
  • the plate-shaped middle part 28 is pivotally mounted on a mounting plate 46 of the displaceable section 16.
  • the mounting plate 46 is firmly connected to the displaceable section 16.
  • the plate-shaped middle part 28 is firmly connected to the steering wheel spokes 26, so that when the steering wheel rim 24 is pivoted, both the steering wheel spokes 26 and the plate-shaped middle part 28 are pivoted.
  • This embodiment of the steering unit 10 thus allows greater freedom in the design of the steering wheel, for example with regard to the number of steering wheel spokes 26.
  • the steering unit 10 in this embodiment also has a higher weight a larger space requirement. If a front gas bag module 56 is also mounted on the plate-shaped middle part 28 (cf. Figures 10 and 11), this front gas bag module 56 is adjusted the steering unit 10 is pivoted from the use position ( Figure 8) into the storage position ( Figure 9) together with the middle part 28.
  • the front gas bag module 56 can no longer provide occupant restraint and is therefore preferably deactivated in the stowed position of the steering unit 10.
  • the steering unit 10 is in its stowed position and the motor vehicle is in an autonomous driving mode, occupant restraint provided by the front gas bag module 56 would still be advantageous and desirable.
  • the functional principle of the locking mechanism 34 according to FIG. 8 corresponds to the functional principle of the locking mechanism 34 according to FIG. 1.
  • the locking mechanism 34 locks the pivotable middle part 28 to the mounting plate 46 and consequently to the displaceable section 16.
  • FIG 9 shows the steering unit 10 according to Figure 8, but the steering unit 10 is pivoted from its use position into its stowed position.
  • the holding mechanism 36 is in this embodiment, z. B. two, linkage 48 is formed.
  • the linkage 48 has, for example, two rod-shaped elements 52, 54, which are coupled to one another via a joint 50.
  • FIGS 10 and 11 show a further embodiment of the steering unit 10, which differs from the steering unit according to Figures 1-7 essentially only in a modified design of the steering wheel 12.
  • the general functional principle of the steering unit 10 as well as the special construction and functionality of the locking mechanism 34, reference is therefore made explicitly to the above description of Figures 1-7.
  • the steering wheel 12 has a steering wheel rim 24, which merges into a plate-shaped middle part 28 of the steering wheel 12 via two steering wheel spokes 26. Furthermore, a front gas bag module 56 is provided on the plate-shaped middle part 28 of the steering wheel 12, the steering wheel rim 24 only partially surrounding the plate-shaped middle part 28 in the embodiment according to FIGS. 10 and 11 and being interrupted in such a way that the front gas bag module 56 is both in the use position and also in the storage position can be activated.
  • the steering wheel rim 24 no longer completely encloses the plate-shaped middle part 28 as a circumferential frame or ring, but only partially, in the present case, for example, as a half frame.
  • the steering wheel rim 24 is recessed in the area of a 12 o'clock position, in particular approximately between a 10 o'clock position and a 2 o'clock position, when the steering wheel 12 is in the use position and set for straight-ahead driving. Because the steering wheel rim 24 is no longer present in this area, a front gas bag of the front gas bag module 56 can unfold largely unhindered both in the use position of the steering unit 10 (FIG. 10) and in the stowed position of the steering unit 10 (FIG. 11).
  • the front gas bag module 56 is therefore not deactivated even when the steering unit 10 assumes its stowed position in an autonomous driving mode of the motor vehicle, but remains activated regardless of the pivoting position of the steering wheel rim 24 in the event of a crash in order to provide the desired occupant restraint.
  • the front gas bag module 56 is in particular equipped with a front gas bag that has at least two deployment geometries with different gas bag depths, i.e. different axial dimensions with respect to the central axis M (so-called “dual-contour bag”).
  • the front gas bag then preferably assumes its deployment geometry with a smaller gas bag depth in the use position of the steering unit 10 and its deployment geometry with a greater gas bag depth in the stowed position of the steering unit 10. Starting from the position of use according to FIG provides equally good occupant restraint in the use position as well as in the stowed position.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Controls (AREA)

Abstract

Une unité de direction réglable (10) pour un véhicule automobile est divulguée, comprenant un volant (12) qui présente une jante de volant (24), et une colonne de direction, dont au moins une partie peut être déplacée dans la direction longitudinale de la colonne de direction (14), le volant (12) étant couplé à la partie mobile (16). De plus, l'unité de direction (10) comporte un palier pivotant (30) pour le volant (12), le palier pivotant (30) ayant à son tour un axe de pivotement (S1) autour duquel la jante de volant (24) est réglable d'une position d'utilisation à une position de rangement pivotée avec une inclinaison moins profonde. De plus, l'unité de direction (10) comporte un dispositif de maintien (36) pour le volant (12), le dispositif de maintien étant couplé au volant (12), lorsque le volant (12) est déplacé, de manière à introduire une force dans le volant (12) et à faire pivoter la jante de volant (24) en conséquence. L'invention décrit en outre un procédé de pivotement d'une jante de volant (24) dans un véhicule automobile.
PCT/EP2023/054399 2022-03-18 2023-02-22 Unité de direction réglable pour véhicule automobile et procédé de pivotement d'une jante de volant dans un véhicule automobile WO2023174651A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022106377.1A DE102022106377A1 (de) 2022-03-18 2022-03-18 Verstellbare lenkeinheit für ein kraftfahrzeug und verfahren zum schwenken eines lenkradkranzes in einem kraftfahrzeug
DE102022106377.1 2022-03-18

Publications (1)

Publication Number Publication Date
WO2023174651A1 true WO2023174651A1 (fr) 2023-09-21

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PCT/EP2023/054399 WO2023174651A1 (fr) 2022-03-18 2023-02-22 Unité de direction réglable pour véhicule automobile et procédé de pivotement d'une jante de volant dans un véhicule automobile

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WO (1) WO2023174651A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230356766A1 (en) * 2022-05-05 2023-11-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Steering apparatus for actively controlling an at least semi-autonomously driven motor vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102023001919A1 (de) 2023-05-11 2024-05-08 Mercedes-Benz Group AG Lenkrad für einen Kraftwagen sowie Verfahren

Citations (5)

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Publication number Priority date Publication date Assignee Title
DE202009018412U1 (de) * 2009-02-04 2011-09-28 Takata-Petri Ag Lenkradbaugruppe für ein Kraftfahrzeug
DE102017223111A1 (de) * 2017-12-18 2019-06-19 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Lenkvorrichtung eines Kraftfahrzeugs
DE102018212683A1 (de) * 2018-07-30 2020-01-30 Bayerische Motoren Werke Aktiengesellschaft Einrichtung zum Verbringen wenigstens eines verlagerbaren Bestandteils eines Kraftfahrzeugs
EP3778352A1 (fr) * 2018-04-04 2021-02-17 Jtekt Corporation Appareil de direction
DE102021204312A1 (de) * 2020-04-29 2021-11-04 Mando Corporation Lenksäule mit klappbarer lenkradstruktur

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202009018412U1 (de) * 2009-02-04 2011-09-28 Takata-Petri Ag Lenkradbaugruppe für ein Kraftfahrzeug
DE102017223111A1 (de) * 2017-12-18 2019-06-19 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Lenkvorrichtung eines Kraftfahrzeugs
EP3778352A1 (fr) * 2018-04-04 2021-02-17 Jtekt Corporation Appareil de direction
DE102018212683A1 (de) * 2018-07-30 2020-01-30 Bayerische Motoren Werke Aktiengesellschaft Einrichtung zum Verbringen wenigstens eines verlagerbaren Bestandteils eines Kraftfahrzeugs
DE102021204312A1 (de) * 2020-04-29 2021-11-04 Mando Corporation Lenksäule mit klappbarer lenkradstruktur

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20230356766A1 (en) * 2022-05-05 2023-11-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Steering apparatus for actively controlling an at least semi-autonomously driven motor vehicle

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Publication number Publication date
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