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WO1999067119A1 - Systeme de direction avec etage de reactivation hydraulique - Google Patents

Systeme de direction avec etage de reactivation hydraulique Download PDF

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Publication number
WO1999067119A1
WO1999067119A1 PCT/DE1999/001796 DE9901796W WO9967119A1 WO 1999067119 A1 WO1999067119 A1 WO 1999067119A1 DE 9901796 W DE9901796 W DE 9901796W WO 9967119 A1 WO9967119 A1 WO 9967119A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
hydraulic
wheel
emergency
steering system
Prior art date
Application number
PCT/DE1999/001796
Other languages
German (de)
English (en)
Inventor
Peter Ahner
Herbert Lohner
Peter Dominke
Cao Chi-Thuan
Helmut Janetzke
Michael Tischer
Wolfgang Pfeiffer
Thorsten Allgeier
Bo Yuan
Klaus-Dieter Leimbach
Bernd Müller
Werner Harter
Thomas Sauer
Matthias Hommel
Original Assignee
Robert Bosch 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
Priority claimed from DE19838490A external-priority patent/DE19838490A1/de
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1999067119A1 publication Critical patent/WO1999067119A1/fr

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D3/00—Steering gears
    • B62D3/14—Steering gears hydraulic
    • 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
    • B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
    • B62D5/30—Safety devices, e.g. alternate emergency power supply or transmission means to ensure steering upon failure of the primary steering means

Definitions

  • the invention relates to a steering system for motor vehicles with at least one electromotive steering divider attached to the steering gear of a steered wheel or to the steering linkage of the steered wheels, an encoder connected to the steering divider via a control system and detecting the driver's steering request, which is attached to the steering wheel, and an emergency steering circuit which, in the event of safety-relevant malfunctions or a failure of the steering divider (s) and / or the encoder or the
  • Control system enables an emergency steering operation that bridges these components or disables them.
  • a steering system of this type is generally referred to as an SBW steering system (steer-by-wire).
  • the steering of the steered wheels takes place without a defined mechanical coupling between the steering wheel and the steered wheels by means of an electromotive steering divider which is attached to the steering gear of the front axle or to both front wheels.
  • Driver steering request is picked up on the steering wheel by an encoder.
  • the repercussions of the road can be communicated to the driver by a simulator or reset motor attached to the steering wheel.
  • a self-service system can be regarded as critical if no means are simply provided to switch off its function in the event of a failure. For this fault, an additional "fallback level" must be provided, which allows the vehicle to be steered in emergency mode. You can
  • Steering gear arrangement provided for steering actuation of the vehicle wheels.
  • This mechanical drive connection can be broken by opening a clutch, in which case the steering handle is only coupled to the steering gear arrangement, and allows setpoints for the steering angle of the vehicle steering wheels to be specified as a function of an actuating stroke and / or an actuating speed of the steering handle .
  • the safety aspect is taken into account in the known steering system in that the clutch can be easily put into its closed state, whereby the mechanical drive through between the steering handle, i.e. the steering wheel and the steered vehicle wheels can be restored as soon as errors occur in the controlled system.
  • a closed hydraulic circuit which consists of a first hydraulic piston unit which has a piston which can be displaced with the steering wheel movement, and which is connected by hydraulic lines to at least one second hydraulic piston unit on the wheel side, which serves as a fall-back level, that is to say as an emergency steering circuit Have or has steering position of the wheels or the associated wheel-adjusting displaceable piston.
  • the emergency steering circuit also has switching means which, in emergency steering operation, switch on the frictional connection of the hydraulic emergency steering circuit between the steering wheel and the steered axle or the steered wheels and switch it off in normal operation.
  • both sides of these hydraulic piston units are connected to one another by hydraulic lines.
  • one of the two hydraulic piston units is bridged by a bypass valve in normal operation.
  • this bypass valve is switched off by an electric valve. This valve must be closed when de-energized in order to prevent the
  • the switching means have a clutch located between the steering wheel and the hydraulic emergency steering unit. In normal operation of the
  • the switching means ie the bypass valve or the clutch, can be functionally connected to an electronic control unit, the signals, the malfunctions or the failure of the components of the control system, the steering actuator and / or the
  • Encoder concern recognizes or generates and generates a switching signal with which the bypass valve for emergency steering operation is closed or the clutch is closed.
  • a steering ratio can be produced that allows the driver to steer the vehicle despite the failure of the power assistance.
  • Monitoring the condition of the hydraulic emergency steering circuit can be achieved by means of a small spring accumulator that creates a defined pressure in the hydraulic circuit. This defined pressure can be monitored with a sensor and thus a possible leak can be recognized.
  • each wheel is steered by a separate electromotive steering divider. Accordingly, each wheel also has its own hydraulic piston unit
  • Emergency steering circuit which is structurally coupled to the electric motor of the steering actuator so that the wheels can be steered via the hydraulic piston unit of the emergency steering circuit if the electric motors fail.
  • the two electric motors that serve to steer the steered wheels are designed so that they can move these wheels when the vehicle is stationary. If the vehicle is moving, the wheel forces decrease significantly, so that one of the two electric motors can steer both wheels, as a rule the front wheels.
  • a coupling of the two wheels is automatically ensured by the closed hydraulic circuit, so that the wheel in which the electric motor has failed is automatically steered by the other electric motor via the hydraulic emergency steering circuit.
  • the bypass valve is still open (open
  • both wheels are steered by the remaining functioning electric motor.
  • the wheels are automatically coupled by the hydraulic one
  • the steering wheel has direct access to the second hydraulic piston units by closing the bypass valve or the clutch.
  • the steering system according to the invention achieves the advantages that no rigid mechanical connection between the steering wheel and the steering actuator is necessary. That means extensive freedom in the construction and design of the Security system. Furthermore, a variable steering ratio is possible for emergency steering operation through the targeted design of the piston cross sections of the hydraulic piston units.
  • Steering assistance fails and all of the steering forces have to be applied suddenly by the driver. In order to mitigate this sudden transition in the course of the manual force and not to let it rise suddenly, but gradually or only to a limited extent, so that the driver relies on it
  • the steering system is equipped according to claim 12 with a device for manual power assistance.
  • the transition phase from normal operation to the fallback level is thus easier for the driver to control, since instead of an abrupt transition in the course of the manual force, this is considerably reduced or limited; This is particularly noticeable in driving situations such as strong cornering or slow driving, where high steering force is required.
  • the device for steering power assistance is carried out hydraulically; the hydraulic device can be advantageously connected to the closed hydraulic circuit and provides sufficient energy is available so that hand power requirements and hand power support can be adjusted to each other at least temporarily.
  • the already existing reset motor is used, which is now switched to a support mode instead of its reset operation by a suitable controller program of the electronic control unit; Even if the need for manual power increases when switching to an emergency because the available reset motor cannot usually compensate for the entire energy requirement, the jump is so much softened for the driver that he can be easily and safely handled by him .
  • Fig.l shows schematically a first embodiment of the steering system according to the invention, an electromotive steering divider with hydraulic coupling and a first and second alternative embodiments A and B are shown for the activation of the emergency steering circuit; and Fig. 2 shows schematically a second embodiment of the steering system according to the invention with two coupled electromotive steering actuators, also with both alternatives A and B of the activation of the hydraulic emergency steering circuit.
  • Fig. 3 shows a third in a simplified form
  • Embodiment of the steering system according to the invention wherein the steering system according to FIG. 1 is additionally designed with a hydraulic hand power assist in the emergency steering circuit,
  • FIG. 4 shows a diagram in which the manual force requirement during the transition to the hydraulic fallback level is shown in the third exemplary embodiment according to FIG. 3;
  • FIG. 5 shows a part of the third embodiment according to FIG. 3 with another continuous energy supply for manual power support
  • the steering system according to FIG. 1 additionally having an electromechanical manual power assistance in the emergency steering circuit;
  • FIG. 7 shows a diagram in which the manual force requirement during the transition to the hydraulic fallback level is shown in the fourth exemplary embodiment according to FIG. 6.
  • FIG. 1 shows a so-called SBW steering system (steer-by-wire), in which there is no direct mechanical coupling between a steering wheel 1 and steered wheels 13, 14 (not shown). Instead, the SBW steering system (steer-by-wire), in which there is no direct mechanical coupling between a steering wheel 1 and steered wheels 13, 14 (not shown). Instead, the SBW steering system (steer-by-wire), in which there is no direct mechanical coupling between a steering wheel 1 and steered wheels 13, 14 (not shown). Instead, the
  • the transmitter and the electromotive steering actuator 17 are operatively connected to one another via a control system (also not shown), wherein the control system can also be supplied with other variables (not shown) influencing the steering in addition to the driver's steering request.
  • Simulator 2 has its own second control system (not shown).
  • a fall-back level forming an emergency steering circuit which consists of a closed hydraulic circuit comprising a first hydraulic piston unit 5, 6 with a piston 4 displaceable with the steering movement via a gear 4, which is exemplified as a pinion meshing in a rack, and, according to. Fig. 1, one with the first Hydraulic unit 5, 6 by hydraulic lines 11 connected second hydraulic piston unit 15, which has a displaceable piston which adjusts the steering position of the wheels.
  • two hydraulic piston units are not absolutely necessary.
  • the hydraulic circuit has switching means which produce the non-positive connection of the hydraulic emergency steering circuit between the steering wheel 1 and the steered axle 20 or the wheels 13, 14 in emergency steering mode and switch it off in normal operation.
  • a first alternative designated by A, has a bypass 9 which can be switched off in emergency steering mode by a changeover valve and which, as shown, bridges the second hydraulic piston unit 15. In the error or
  • bypass 9 is therefore switched off by the changeover valve.
  • This valve must be closed without current in order to be able to activate the fallback level in the event of a failure of the vehicle's electrical system.
  • the bypass valve is closed, i.e. open bypass path 9, a hydraulic frictional connection between the first hydraulic piston unit 5, 6 and the second
  • the closed hydraulic circuit is monitored by means of a small spring accumulator 8 via a check valve 7.
  • the spring accumulator 8 produces the defined pressure in the hydraulic circuit. This defined pressure can be monitored with a sensor and thus a leak in the hydraulic system can be detected.
  • bypass 9 or the bypass valve is replaced by a clutch 3, which is between the steering wheel 1 and the
  • Simulator 2 and the transmission 4 of the hydraulic emergency steering circuit are similar to Simulator 2 and the transmission 4 of the hydraulic emergency steering circuit.
  • the difference of alternative B is that in normal SBW steering mode the entire hydraulic emergency steering circuit is separated from steering wheel 1.
  • the clutch 3 is open in normal operation and is closed in the event of a fault.
  • Closing must be carried out without current in order to ensure that the fallback level, i.e. to activate the hydraulic emergency steering circuit.
  • an electronic control unit 10 for generating the switching signals either for the valve for opening the bypass 9 in normal steering mode or for closing the bypass for emergency steering mode or for opening the clutch 3 in normal mode and for closing the same in the event of a fault or malfunction.
  • the control unit 10 can in turn receive, process and process signals relating to malfunctions or failure of components in the control system, the steering actuator and / or the transmitter, and signals to act on the bypass valve or the clutch 3 output .
  • the second exemplary embodiment shown in FIG. 2 differs from that shown in FIG. 1 in that in normal SBW steering operation each steered wheel 13, 14 or its steering axis
  • each wheel 13, 14 also has its own hydraulic piston unit 15, 16 of the hydraulic emergency steering circuit.
  • Each of the last-mentioned hydraulic piston units 15, 16 is structurally coupled to the electromotive steering actuator 17, 18 so that if these electromotive steering actuators 17, 18 fail, the wheels 13, 14 can be steered via the hydraulic piston unit 15, 16 of the hydraulic emergency steering circuit.
  • the two electromotive steering actuators 17, 18, which are used to steer the steered front wheels 13, 14 in normal SBW steering operation, are designed so that they can move the wheels 13, 14 when the vehicle is stationary. If the vehicle is moving, the wheel forces decrease sharply so that one of the two electromotive steering actuators 17, 18 can steer both front wheels 13, 14.
  • Coupling of the two wheels 13, 14 ensures that the wheel in which the electromotive steering actuator 17, 18 has failed is automatically steered by the other electromotive steering actuator via the fallback level of the hydraulic emergency steering circuit.
  • the bypass valve is 9 according to alternative A or the clutch 3 according to alternative B still open.
  • bypass valve 9 Only when both electromotive steering actuators 17, 18 fail, is the bypass valve 9 closed, i.e. the bypass line is interrupted hydraulically, or the clutch 3 is closed, and thus the wheels 13, 14 are driven by the hydraulic piston unit
  • both wheels 13, 14 are steered by the remaining functioning electric motor.
  • the coupling of the wheels 13, 14 takes place automatically through the hydraulic fallback level.
  • Embodiment ie the monitoring of the pressure in the hydraulic circuit 11 by the spring accumulator 8 and the two switching means, ie the bypass valve or the clutch 3 according to alternatives A and B are identical to those shown in Fig. 1 and therefore need not be explained again here.
  • 3 shows in simplified form a third exemplary embodiment of the steering system, which differs from the steering system according to FIG. 1 as follows, the same components being provided with the same reference numerals.
  • the third steering system is provided with the same reference numerals.
  • the device 31 differs primarily by a device 31 for manual power support, which is designed here hydraulically.
  • the device 31 has a hydraulic steering control valve 32, the inlet connection 33 of which can be supplied with pressure medium from a pressure accumulator 34 serving as an energy source.
  • a second check valve 36 and a second changeover valve 37 are connected into the inlet line 35 leading from the pressure accumulator 34 to the inlet connection 33.
  • a drain line 39 leads from a return connection 38 of the steering control valve 32 via a third switching valve 41 to one
  • the steering control valve 32 also has two consumer connections 43, 44 which are hydraulically connected to a hydraulic module 45.
  • This hydraulic module 45 essentially accommodates the functions of the transmission 4 according to FIG. 1 and of the two hydraulic piston units 5 and 6, so that hydraulic lines 11 extend from it to the hydraulic piston unit 15 on both sides.
  • a measuring element 46 is operatively connected to the transmission 4 and thus to the steering wheel 1, which detects the manual torque on the steering wheel 1 and controls the steering control valve 32 as a function thereof. In the operative connection between
  • Steering wheel 1 and measuring element 46 is connected to simulator 2, which is also referred to as a reset motor.
  • the device 31 When the electrical system is switched off in the third steering system 30, the device 31 becomes at the same time Manual power assistance is switched on by simultaneously switching the first switching valve 9 and the second switching valve 37 by means of a common control.
  • the hydraulic fall-back level is activated in the event of the currentless state of the control circuits of the changeover valves 9 and 37, the two changeover valves 9 and 37 advantageously being able to be accommodated in a common valve block.
  • High pressure is then passed from the pressure accumulator 34 via the second check valve 36 and the opened second changeover valve 37 via the inlet connection 33 into the steering control valve 32.
  • the position of the control member in the steering control valve 32 is now changed so that the differential pressure on the working cylinder 15 is set so that the desired support on the tie rod 20 takes place.
  • the pressure medium from the pressure accumulator 34 is passed from the steering control valve 32 via the first consumer connection 43 to the hydraulic module 45, and this controls the high pressure at its connection R, so that it acts on the chamber of the working cylinder which is on the right in FIG 15 is performed.
  • pressure medium is led from the piston in the working cylinder 15 to the tie rod 20 via the connection L in the hydraulic module 45 and the second consumer connection 44 on the steering control valve 32 to the return connection 38 and further to the tank 42.
  • the step characteristic 48 illustrates the need for manual force in one Steering system without manual power assistance.
  • the second characteristic curve 49 shows the course of the manual power requirement as can be achieved with a device 31 for manual power support. This results in a gradual increase in hand power that can be better controlled by the driver.
  • the increase in manual power requirement is steeper the more support is needed in the transition phase, i.e. the larger the required steering angle after the electrical system is switched off.
  • the hydraulic support for the manual torque is reduced over time by reducing the high pressure in the pressure accumulator 34.
  • the proposed connection of the hydraulic module 45 and the working cylinder 15 forms the counter-torque to the manual torque on the steering wheel 1 through the hydraulic reaction of the differential pressure on the working cylinder 15.
  • the third changeover valve 41 is in its open position as long as the high pressure is present in the pressure accumulator 34.
  • the connection to the tank 42 is interrupted by the third switching valve 41, so that it does not become active after the assisted operation
  • FIG. 5 shows part of the third steering system 30 with another device 51 for manual power assistance
  • Hydraulic pressure to support the hand torque is generated by a hydraulic pump 52 which is driven electrically or by the internal combustion engine or by the drive train of the vehicle. When switching off the electric SBW steering system, it is thus ensured that a continuous Hand strength support is provided.
  • the device 51 must be designed so that when the hydraulic pump 52 is electrically driven, electrical energy for operating the hydraulic pump is still available in the emergency situation.
  • the devices 31 and 51 can be combined in such a way that the pressure accumulator is continuously charged to high pressure via a pump.
  • the overpressure from the accumulator to the tank is relieved via a pressure relief valve.
  • a pressure sensor or displacement sensor can be used to switch the pump on only when the pressure in the pressure accumulator falls below a minimum.
  • 31, 51 for hand power support can be achieved that the abrupt transition of the hand power curve is mitigated.
  • the course of the manual force does not increase suddenly but gradually, so that the driver can adjust to the hydraulic fallback system and is not only dependent on the warning display when the electrical system is switched off.
  • the transition phase from normal operation to the fallback level is therefore easier for the driver to control.
  • Fig. 6 shows a simplified form of an inventive
  • Embodiment of a fourth steering system 60 which differs from that according to FIG. 1 primarily as follows, the same components being provided with the same reference numerals.
  • the fourth steering system 60 differs primarily by a device 61 for manual power assistance, which is shown here is electromechanical by using the already existing reset motor 2 for this purpose.
  • the steering system 60 also has an electronic control unit 62, to which signals for the manual torque on the steering wheel 1 are fed at a first input 63, while it receives signals for the wheel torque at the electromotive steering actuator 17 at a second input 64.
  • inputs 65 for operating voltages, such as battery voltage and ignition voltage, 66 for control signals, such as ignition key and generator control and door lock, and 67 for pressure monitoring of the pressure accumulator 8 are provided on this control unit.
  • a control connection 68 serves to control the changeover valve 9 controlling the bypass.
  • the reset motor 2 and the steering actuator 17 are controlled by the control connections 69 and 71 of the electronic control unit 62.
  • Activation of these motors is associated with a first motor relay 72 for the reset motor 2 and a second motor relay 73 for the steering actuator 17 with the electronic control unit 62.
  • Motor relays 72 and 73 serve as shutdown paths for the two motors.
  • the electronic control unit 62 can interrupt the undesired flow of current through the reset motor 2 or through the steering actuator 17 by appropriate control of the two motor relays 72 and 73, which was caused by electrical errors in the motors or in the motor control.
  • Control unit 62 also has two motor output stages.
  • the mode of operation of the fourth steering system 60 is explained as follows, the functions of the steering systems according to FIGS. 1 to 5 being assumed to be known. If in one of the modules of the fourth steering system 60
  • Steering system 60 an error occurs and the hydraulic fallback level is still error-free, the system is switched from the electronic control unit 62 to the hydraulic fallback level.
  • the driver receives warning information and the vehicle is braked to a predetermined maximum speed for the fallback level.
  • the electromotive steering actuator 17 is switched off, and as a result, the manual power requirement on the steering wheel 1 increases abruptly, as previously explained, this jump, for example, being able to reach ten times the initial value.
  • the reset motor 2 can be used as manual power support for the driver.
  • the controller program of the resetting motor 2 is normally reset to one by the electronic control unit 62
  • Resetting motor 2 device 61 achieve a manual force support, provided that the electrical system is fault-free and the fault that led to the actuator being switched off is only in the electrical system of the actuator. This is done by an appropriate
  • Switch-off strategy of the steer-by-wire steering system achieved, which switches off only those system parts that are faulty and configures the remaining system parts so that optimum system behavior is achieved with regard to safety and driver support. Even if the reset motor 2 can only apply a part of the required steering torque, this prevents a jump to a maximum value which is dangerous for the driver and achieves a considerably improved emergency situation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un système de direction pour véhicules automobiles, comportant au moins un organe de réglage de direction (17) à moteur électrique disposé sur le mécanisme de direction (20) des roues dirigées (13, 14), un capteur monté sur le volant (1), relié, par l'intermédiaire d'un système de régulation, à l'organe de réglage de direction (17) et détectant la direction souhaitée par le conducteur, et un circuit de direction de secours (5-11, 15) qui, en cas de défaillances influant sur la sécurité ou d'une panne de l'organe de réglage de direction (17) et/ou dudit capteur ou du système de régulation permet un fonctionnement de secours de la direction en court-circuitant ces composants ou en les mettant hors fonction. Ce circuit de direction de secours se caractérise par un circuit hydraulique fermé, constitué d'une première unité à piston hydraulique (5, 6), comportant un piston pouvant être déplacé simultanément au déplacement du volant, d'au moins une seconde unité à piston hydraulique (15) placée côté roue, reliée à la première unité de piston hydraulique (5, 6) par des conduites hydrauliques, cette seconde unité hydraulique comportant un piston coulissant réglant la position directionnelle des roues (13, 14), et par des moyens de mise en circuit (3; 9) qui, pour le fonctionnement de secours de la direction, établit la liaison active ou la liaison de force du circuit de direction de secours hydraulique entre le volant (1) et l'essieu ou les roues dirigé(es), et, en cas de fonctionnement normal, annule cette liaison.
PCT/DE1999/001796 1998-06-25 1999-06-18 Systeme de direction avec etage de reactivation hydraulique WO1999067119A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19828349 1998-06-25
DE19828349.0 1998-06-25
DE19838490A DE19838490A1 (de) 1998-06-25 1998-08-25 Lenksystem mit hydraulischer Rückfallebene
DE19838490.4 1998-08-25

Publications (1)

Publication Number Publication Date
WO1999067119A1 true WO1999067119A1 (fr) 1999-12-29

Family

ID=26047039

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1999/001796 WO1999067119A1 (fr) 1998-06-25 1999-06-18 Systeme de direction avec etage de reactivation hydraulique

Country Status (1)

Country Link
WO (1) WO1999067119A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009074216A1 (fr) * 2007-12-10 2009-06-18 Trw Automative Gmbh Système de direction assistée électro-hydraulique et accumulateur de pression hydraulique pour système de direction assistée
US9013127B2 (en) 2013-03-07 2015-04-21 Ford Global Technologies, Llc Drive system with a direct current motor brake

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2192175A (en) * 1935-09-17 1940-03-05 Charles U Ballard Hydraulic steering and control device
FR2040906A5 (fr) * 1969-04-16 1971-01-22 Dethiere Roger
EP0307612A1 (fr) * 1987-09-12 1989-03-22 MAN Nutzfahrzeuge Aktiengesellschaft Direction assistée pour véhicules
GB2230749A (en) * 1989-04-28 1990-10-31 Paul Mcmahon Electric power assisted steering for vehicles
DE4304664A1 (de) * 1993-02-16 1994-08-18 Daimler Benz Ag Steuervorrichtung, insbesondere Lenkung für Kraftfahrzeuge
DE19540956C1 (de) * 1995-11-03 1997-03-06 Daimler Benz Ag Servolenkung für Kraftfahrzeuge
DE19546942C1 (de) * 1995-12-15 1997-06-19 Daimler Benz Ag Hydraulische Servolenkung
DE19603568A1 (de) * 1996-02-01 1997-10-09 Daimler Benz Ag Lenkung für Kraftfahrzeuge
DE19702313C1 (de) * 1997-01-23 1998-04-02 Daimler Benz Ag Einrichtung zur Steuerung des Lenkwinkels eines Kraftfahrzeuges

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2192175A (en) * 1935-09-17 1940-03-05 Charles U Ballard Hydraulic steering and control device
FR2040906A5 (fr) * 1969-04-16 1971-01-22 Dethiere Roger
EP0307612A1 (fr) * 1987-09-12 1989-03-22 MAN Nutzfahrzeuge Aktiengesellschaft Direction assistée pour véhicules
GB2230749A (en) * 1989-04-28 1990-10-31 Paul Mcmahon Electric power assisted steering for vehicles
DE4304664A1 (de) * 1993-02-16 1994-08-18 Daimler Benz Ag Steuervorrichtung, insbesondere Lenkung für Kraftfahrzeuge
DE19540956C1 (de) * 1995-11-03 1997-03-06 Daimler Benz Ag Servolenkung für Kraftfahrzeuge
DE19546942C1 (de) * 1995-12-15 1997-06-19 Daimler Benz Ag Hydraulische Servolenkung
DE19603568A1 (de) * 1996-02-01 1997-10-09 Daimler Benz Ag Lenkung für Kraftfahrzeuge
DE19702313C1 (de) * 1997-01-23 1998-04-02 Daimler Benz Ag Einrichtung zur Steuerung des Lenkwinkels eines Kraftfahrzeuges

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009074216A1 (fr) * 2007-12-10 2009-06-18 Trw Automative Gmbh Système de direction assistée électro-hydraulique et accumulateur de pression hydraulique pour système de direction assistée
US9013127B2 (en) 2013-03-07 2015-04-21 Ford Global Technologies, Llc Drive system with a direct current motor brake

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