Steering system for a vehicle, in particular a commercial vehicle

Abstract

The invention relates to a steering system (10) for a vehicle, in particular a utility vehicle, having at least one first steering transmission (12) and at least one first steering mechanism (14) for the steering of at least one first wheel (16), wherein the first steering transmission (12) is coupled to the first steering mechanism (14), at least one second steering transmission (18) and at least one second steering mechanism (20) for the steering of at least one second wheel (22), wherein the second steering transmission (18) is coupled to the second steering mechanism (20), and at least one tensioning mechanism (26), which is coupled to the first steering transmission (12) and to the second steering transmission (18), such that the first steering transmission (12) and the second steering transmission (18) can be pretensioned against one another, in particular in a stationary state.

Description

TECHNICAL FIELD

[0001] The invention relates to a steering system for a vehicle, in particular a commercial vehicle, having at least one first steering transmission and at least one first steering mechanism for the steering of at least one first vehicle wheel, wherein the first steering transmission is coupled to the first steering mechanism, at least one second steering transmission and at least one second steering mechanism for the steering of at least one second vehicle wheel, wherein the second steering transmission is coupled to the second steering mechanism, and at least one tensioning mechanism.

[0002] In the future, increasing functional requirements are placed on steering systems for vehicles, in particular commercial vehicles, since the steering system plays a central role in the (partial) automation of the vehicle.

[0003] It is particularly important here that the steering system functions precisely and reliably, taking these increasing functional requirements into account, and can still be further optimized in terms of structural space requirements. BACKGROUND

[0004] Steering systems for vehicles are already known from the prior art.

[0005] For example, DE 101 14 600 A1 shows a vehicle steering device having a steering control device, in particular a steering wheel, which can be actuated by a driver, one electromechanical adjusting unit each for controlling the steerable wheels of a wheel pair of a steerable axle located on the right and on the left of the vehicle body, means which, in the event of failure or disturbance of one of the two adjusting units assigned to the steerable axle, ensure control of the two wheels of the axle by the respective other functioning adjusting unit.

[0006] Furthermore, DE 112 012 806 263 T5 discloses a vehicle steering device comprising a steering device configured to turn a steered steering wheel in accordance with an operation of a steering wheel of a vehicle, wherein the steering device comprises a first electric motor and a second electric motor having electric properties which are set in common with each other for steering, a first current sensor configured to detect a first current value of a current flowing through the first electric motor, a second current sensor configured to detect a second current value of a current flowing through the second electric motor, and an abnormality diagnosis unit.

[0007] Such a steering device in the prior art is still complex, composed of a large number of components, and is expensive, requires a large structural space and has a large weight. SUMMARY

[0008] It is therefore the task of the present application to improve a steering system of the type mentioned at the outset in an advantageous manner, in particular to improve it in such a way that the steering system is redundantly configured, has a low weight, can be produced cost- advantageously and implements precise steering commands to the wheels.

[0009] According to the application, this task is solved by a steering system having the features of the application. According to the invention, a steering system for a vehicle, in particular a commercial vehicle, is provided, which has at least one first steering transmission and at least one first steering mechanism for the steering of at least one first wheel, wherein the first steering transmission is coupled to the first steering mechanism, at least one second steering transmission and at least one second steering mechanism for the steering of at least one second wheel, wherein the second steering transmission is coupled to the second steering mechanism, and at least one tensioning mechanism, which is coupled to the first steering transmission and the second steering transmission, such that the first steering transmission and the second steering transmission can be pretensioned against one another, in particular in the rest state and in the reverse direction.

[0010] The application is based on the basic idea that the steering system has two independent steering transmissions, so that the steering system is configured as a redundant steering system. Furthermore, the first and second steering transmissions are coupled to one another by means of a tensioning mechanism, which pretensions the two steering transmissions. This pretensioning has the advantage or background that steering play in the two steering transmissions and in the first and second steering mechanisms coupled thereto can be eliminated or compensated. As a result, the steering system can work more precisely, so that on the one hand the operating safety of the steering system and on the other hand the operating safety of the vehicle or commercial vehicle are improved. In the case of normal operation, the tensioning mechanism is only used to pretension the two steering transmissions, but not to transmit a steering movement from the first steering transmission to the second steering transmission or vice versa. In particular, here the first steering transmission and the second steering transmission are pretensionable against one another in the rest state and in the reverse direction. In the event of a failure of the first and / or second steering transmission, the tensioning mechanism serves as a carrier in addition to its function as a play compensation element in order to transmit a steering movement of the still intact first or second steering transmission to the first or second steering mechanism and thus to continue to reliably ensure the steerability of both wheels.

[0011] Furthermore, it can be provided that the tensioning mechanism is articulated on the first and second steering mechanism. According to the application, the first and second steering mechanism are configured as a link mechanism having one or more articulations, which link mechanism connects the respective steering tie rod with the first and second steering transmission. Thus, the tensioning mechanism can be connected or coupled with the first and second steering mechanism very simply. As a result, expensive and cost-intensive manufactured steering components, such as a rack, can be dispensed with, so that a cost-advantageous steering system can be provided. However, the tensioning mechanism is the only mechanical connection or coupling element between the first and second steering mechanism, since in normal operation the first and second steering mechanism are driven independently of one another by the first and second steering transmission.

[0012] Furthermore, it can be envisaged that the tensioning mechanism is elastically pretensioned and / or pretensioned in the assembled state. This type of elastic and mechanical pretensioning offers a very simple and reliable possibility in terms of construction to pretension the two steering mechanisms and steering transmissions to one another, since additional components do not have to be provided to ensure the pretensioning. Furthermore, this solution is very cost-advantageous and easy. Here, the tensioning mechanism can be configured, in particular, as an elastically pretensionable and / or pretensioned tensioning rod, tensioning bar, tensioning spoke, tensioning tube, tensioning clamp or vise.

[0013] Furthermore, it can be considered that the tensioning mechanism has at least one length adjustment mechanism and / or a telescoping mechanism. By means of this, the pretensioning can be set particularly precisely. This is particularly advantageous, since an excessively large pretensioning would cause mechanical loads on the two steering mechanisms and steering transmissions and shorten their service life. However, an excessively small pretensioning is likewise disadvantageous, since it would then largely nullify the effect of eliminating all play from the steering system. Therefore, the precise setting of the pretensioning by means of the tensioning mechanism is of great importance in the context of a reliably functioning steering system according to the application.

[0014] Furthermore, it is possible that the tensioning mechanism has at least one elastic spring element. By means of the spring element, important parameters, such as the pretensioning force, the damping behavior, the pretensioning travel, the pretensioning direction and the pretensioning elasticity of the tensioning mechanism, can be set specifically for the respective steering system, so that a good compromise between an excessively large and an excessively small pretensioning can be achieved by selecting a matching elastic spring element. In combination with the length adjustment mechanism and / or the telescoping mechanism, the elastic spring element is particularly advantageous, since by means of this it is possible to set the above-mentioned parameters even more precisely.

[0015] It is furthermore possible to provide that the elastic spring element is configured as an axial spring element. Thus, by providing an axial spring element, the above-mentioned parameters can be set very simply, since the tensioning mechanism according to embodiments of the application can be configured as a rigid element which is rod-shaped, beam-shaped or bar-shaped, that is to say, whose length is significantly longer than its height and width. Thus, the tensioning mechanism essentially exerts its function or pre-tensioning effect in axial direction in combination with the axial spring element.

[0016] It is likewise conceivable that the elastic spring element is configured as a radial spring element, in particular as a plate-shaped spring element. By means of a radial spring element, the pre-tensioning of the tensioning mechanism can be achieved very simply, weight-saving and with very few components in terms of construction, since, for example, a plate-shaped spring element is a very simple, but also very reliable and mature machine element with well-defined elastic properties. Thus, a radial spring element is a very effective and reliable component for configuring the tensioning mechanism, since only one component is necessary for its configuration, if necessary.

[0017] It is furthermore possible to consider that the second steering transmission is structurally configured smaller in at least one dimension than the first steering transmission. The second steering transmission, also referred to as the so-called "power pack", is not mechanically connected to the steering wheel and the steering column of the vehicle, so that it is only operated by means of control and / or regulating devices. Thus, in the second steering transmission, some components for a mechanical connection to the steering column can be dispensed with, whereby the second steering transmission as a whole can be configured smaller than the first steering transmission. Thus, a particularly light, compact and effective steering system is provided, which is weight-neutral or even lighter than known electric steering systems, which are basically built on one steering transmission in commercial vehicle construction.

[0018] It is furthermore possible that the second steering transmission is structurally configured at least about 10%, preferably at least 20% and particularly preferably at least 25% smaller in at least one dimension than the first steering transmission. By means of this saving of construction space, other components can be designed more flexibly and / or more generously in the vehicle, since the functional density in vehicles and in particular in commercial vehicles is further constantly increasing in the context of autonomous driving, wherein the construction space requirement essentially remains the same. In this respect, the space-saving configuration of the steering system, which is achieved by this reduction of the second steering transmission, is of particular importance.

[0019] Additionally, it can be provided that the first steering transmission is coupled with at least one first electric motor, wherein the second steering transmission is coupled with at least one second electric motor. This coupling is particularly advantageous in addition to a purely electromechanical steering support, since by means of the first and second electric motors of the steering system an auxiliary function, such as a lane-keeping assistant, a (partially) autonomous steering, a collision assistant and / or a wind compensation assistant, can be implemented by means of the first and second steering transmissions. Here, the two electric motors can be connected with a central control and / or regulating device of the vehicle or of the steering system, for example by means of a CAN bus, a LIN bus and / or Ethernet, which simultaneously processes the signals provided by the sensors required by the auxiliary systems and controls the two electric motors in response thereto. Thus, a particularly efficient, fast and dynamic steering system is provided.

[0020] It is furthermore conceivable that the second steering transmission can be driven by the second electric motor alone. Furthermore, the second electric motor can be controlled by the control and / or regulating device of the steering system independently of the first electric motor. Thus, an additional hydraulic steering support device, which comprises additional installation space and expensive components, such as pumps, valves, actuators and lines, can be particularly advantageously dispensed with. Furthermore, the control or regulating device of the steering system is simplified, since only the first and second electric motors have to be controlled and, thus, an additional and expensive control or regulating device of the steering hydraulic device can be dispensed with.

[0021] It is likewise conceivable that the first steering transmission has at least one mechanical direct transmission, by means of which the first steering transmission can be coupled with at least one steering column and with a vehicle steering wheel. Thereby, an additional safety level is provided in the steering system, since in the worst case, i.e. in the event of a failure of the first and second electric motors, the vehicle can still be reliably controlled by the vehicle driver by means of the vehicle steering wheel by the steering system itself. In this case, the tensioning mechanism additionally serves as a driver, which synchronously transfers the steering movement of the first steering transmission or steering mechanism to the second steering transmission or second steering mechanism, so that both wheels of the axle can be steered as intended. The axle can be a front axle of a vehicle or utility vehicle. Additionally or alternatively, this can also be a rear axle. Thus, the safety of the vehicle is increased by the mechanical direct transmission and a situation in which the vehicle cannot be steered can be avoided. BRIEF DESCRIPTION OF DRAWINGS

[0022] Further details and advantages of the present application will now be explained in detail with reference to the embodiments shown in the individual figures.

[0023] The only Figure 1 A schematic perspective view of an embodiment of a steering system according to the present application is shown. DETAILED DESCRIPTION

[0024] Figure 1 Accordingly, a steering system 10 according to the application is shown for a vehicle (not shown in Figure 1 ).

[0025] The vehicle is configured as a commercial vehicle.

[0026] The steering system 10 comprises a first steering gear 12 and a first steering mechanism 14 for the steering of at least one first wheel 16.

[0027] Furthermore, the first steering gear 12 is coupled with the first steering mechanism 14.

[0028] The first steering mechanism 14 comprises a first steering strut 14a and a second steering strut 14b, which are connected to one another by a rotational articulation.

[0029] Furthermore, the second steering strut 14b is coupled with a steering tie rod 14c by means of a further rotational articulation, which in turn is arranged on a wheel carrier 14d for receiving and supporting the first wheel 16.

[0030] The first steering strut 14a is in turn coupled torsionally with an output shaft of the first steering gear 12.

[0031] Consequently, a rotation of the output shaft of the first steering gear 12 is transmitted to the first steering mechanism 14, thereby causing the steering tie rod 14c to pivot, which causes a steering movement or a twist of the first wheel 16.

[0032] Furthermore, the steering system has a second steering gear 18 and a second steering mechanism 20 for the steering of a second wheel 22.

[0033] According to Figure 1 , the second steering gear 18 is coupled with the second steering mechanism 20.

[0034] The second steering mechanism 20 comprises a further first steering strut 20a and a second steering strut 20b, which are connected to one another by a rotational articulation.

[0035] Furthermore, the second steering strut 20b is coupled with a further steering tie rod 20c by means of a further rotational articulation, which in turn is arranged on a wheel carrier 20d for receiving and supporting the second wheel 22.

[0036] The further first steering strut 20a is coupled torsionally with an output shaft of the second steering gear 18.

[0037] Thus, a rotation of the output shaft of the second steering transmission 18 is transmitted to the second steering mechanism 20, so that the steering tie rod 20c is pivoted, which causes a steering movement or a twist of the second wheel 22.

[0038] The first and second steering transmissions 12, 18 are fixed, for example by means of a plurality of screw connections, on a vehicle frame beam, wherein the output shafts of the two steering transmissions 12, 18 each extend through the vehicle frame beam and are each coupled in a torsionally rigid manner to the respective first steering straight rod 14a, 20a.

[0039] In the present embodiment, the first and second wheels 16, 22 or the steering system 10 are assigned to a front axle 24 of a utility vehicle.

[0040] Alternatively or additionally, the first and second wheels 16, 22 or the steering system 10 can also be assigned to a rear axle of a utility vehicle.

[0041] Furthermore, the steering system has a tensioning mechanism 26, which is coupled with the first steering transmission 12 and with the second steering transmission 18.

[0042] According to Figure 1 , the tensioning mechanism can be configured as an elastically pre-tensionable and / or pre-tensioned tensioning rod, tensioning bar, tensioning spoke, tensioning tube, tensioning clamp or vise.

[0043] This coupling is achieved in that the first steering transmission 12 and the second steering transmission 18 can be pre-tensioned relative to one another.

[0044] In particular, it can be provided that the first steering transmission 12 and the second steering transmission 18 are pre-tensionable relative to one another in a rest state and in a reverse direction.

[0045] Thus, in the assembled state, the tensioning mechanism 26 is elastically pre-tensionable or can be pre-tensioned.

[0046] Furthermore, the tensioning mechanism 26 is articulated on the first steering mechanism 14 and on the second steering mechanism 20.

[0047] According to Figure 1 , the articulation is achieved at the rotational articulations between the respective second steering straight rods 14b, 20b and the respective steering tie rods 14c, 20c.

[0048] The reverse pre-tensioning means that the first and second steering mechanisms 14, 20 are elastically pressed apart by the tensioning mechanism 26 at the rotational articulations between the respective second steering straight rods 14b, 20b and the respective steering tie rods 14c, 20c in order to compensate or eliminate a steering play of the steering system 10.

[0049] In this case, in particular at the rotational articulation, the spacing of the two tie rods 14c, 20c to the two second steering struts 14b, 20b is increased, so that the steering play is eliminated.

[0050] However, in this case it is alternatively also possible for the counteracting pretensioning to mean that the first and second steering mechanisms 14, 20 are elastically tensioned by the tensioning mechanism 26 by a certain amount at the rotational articulation between the second steering struts 14b, 20b and the tie rods 14c, 20c, respectively, in order to compensate for, counteract or eliminate the steering play of the steering system 10.

[0051] In this case, in particular at the rotational articulation, the spacing of the two tie rods 14c, 20c to the two second steering struts 14b, 20b is reduced, so that the steering play is eliminated.

[0052] Furthermore, the tensioning mechanism 26 can have a length adjustment mechanism 26a.

[0053] The length adjustment mechanism 26a can be constituted, for example, by two linear guides which can be moved axially relative to one another, which are fixed to one another in the desired position, for example by one or more screw connections.

[0054] Additionally or alternatively, the tensioning mechanism 26 can have a telescoping mechanism.

[0055] Furthermore, the tensioning mechanism 26 can have an elastic spring element (not shown in Figure 1 ).

[0056] The elastic spring element can be configured as an axial spring element.

[0057] Here, the axial spring element can be configured as an axial compression spring element or an axial tension spring element.

[0058] In this case, in particular a helical compression spring, a leaf spring, a disc spring, an involute spring, a ring spring, a gas spring or an oil spring can be considered as an axial compression spring element.

[0059] Furthermore, in this regard, in particular a helical tension spring and all other aforementioned spring elements which are also suitable as axial tension springs can be considered.

[0060] Furthermore, the elastic spring element can additionally or alternatively be configured as a radial spring element.

[0061] Here, in particular a plate spring element or a rod spring element can be considered.

[0062] According to Figure 1 , the second steering gear 18 is structurally smaller than the first steering gear 12 in at least one dimension.

[0063] The second steering transmission 18 is in particular structurally configured in one dimension at least about 10% smaller than the first steering transmission 12.

[0064] However, preferably the second steering transmission 18 is structurally configured in at least one dimension at least 20% smaller than the first steering transmission 12.

[0065] However, particularly preferably the second steering transmission 18 is structurally configured in at least one dimension at least 25% smaller than the first steering transmission 12.

[0066] The dimension is in accordance with Figure 1 for example the length of the two steering transmissions 12, 18.

[0067] However, it is additionally or alternatively conceivable that the dimension is also the width or height of the two steering transmissions 12, 18.

[0068] Furthermore, the second steering transmission 18 can also be structurally configured in two dimensions or three dimensions smaller than the first steering transmission 12.

[0069] Furthermore, the first steering transmission 12 is coupled with a first electric motor 28.

[0070] The first electric motor 28 is flange-connected to the first steering transmission 12 and drives a lead screw or ball screw inside, which then transfers its drive torque or steering torque to a first output shaft.

[0071] The first output shaft in turn is coupled with a first steering mechanism 14, so that the rotational movement of the output shaft is converted into a steering movement of the first vehicle wheel 16.

[0072] Furthermore, the first steering transmission 12 has a mechanical direct transmission 30, by means of which the first steering transmission 12 can be coupled with a steering column 32 and a vehicle steering wheel 34.

[0073] Like the first electric motor 28, the mechanical direct transmission 30 is also torsionally connected with a lead screw or ball screw and drives this via the steering column 32 by means of a manual steering movement of the vehicle steering wheel 34 (generated by the vehicle driver).

[0074] Furthermore, in accordance with Figure 1 , the second steering transmission 18 is coupled with a second electric motor 36.

[0075] The second electric motor 36 is flange-connected to the second steering transmission 18 and drives a further lead screw or ball screw inside, which then transfers a drive torque or steering torque to a second output shaft.

[0076] The second output shaft is in turn coupled with the second steering mechanism 20, such that the rotational movement of the output shaft is converted into a steering movement of the second wheel 22.

[0077] As further visible in Figure 1 , the second steering drive 18 can be driven exclusively by the second electric motor.

[0078] Thus, the second steering drive 18 is not mechanically coupled with the steering column 32 or the vehicle steering wheel 34, but is driven exclusively by the second electric motor 36.

[0079] The function of the steering system 10 can now be described as follows:

[0080] The vehicle driver controls the steering system 10 in normal operation, i.e. when all components of the steering system are functioning as intended, by means of the vehicle steering wheel 34.

[0081] As soon as the vehicle driver controls the vehicle steering wheel 34 by means of a rotation, i.e. a relative change in the current rotation angle, this rotation is mechanically transmitted to the first steering drive 12 on the one hand via the steering column 32.

[0082] The first steering drive 12 in turn mechanically transmits this rotation of the steering column 32 to the first steering mechanism 14, which in turn defines a pivoting or twisting of the first wheel 16 in response to the rotation on the vehicle steering wheel 34.

[0083] On the other hand, the rotation angle sensor continuously detects the rotation angle and the direction of rotation of the steering column 32 and / or the vehicle steering wheel 34 at the same time and transmits these values to the control and / or regulating device of the steering system 10 or of the utility vehicle (not shown in Figure 1 ).

[0084] In addition, the torque sensor continuously detects the steering torque of the steering column 32 and / or the vehicle steering wheel 34 at the same time and transmits these values to the control and / or regulating device as well.

[0085] On the basis of these values for the rotation angle, the direction of rotation and the steering torque of the steering column 32 and / or the vehicle steering wheel 34, the first and second electric motors 28, 36 are then controlled by the control and / or regulating device in synchronism with a minimum time offset (due to the inertia of the system) with respect to the manual mechanical steering movement and independently of one another.

[0086] As a result, the two electric motors 28, 36 can control the two steering drives 12, 18 independently of one another and in synchronism or simultaneously with the manual mechanical control by means of the vehicle steering wheel 34, thus achieving a steering support.

[0087] The play compensation between the first and second steering gear 12, 18 is achieved by means of a tensioning mechanism 26, which pretensions the first and second steering gear 12, 18 by means of the first and second steering mechanism 14, 20.

[0088] If the first and / or second electric motor 28, 36 fails, the tensioning mechanism 26 additionally serves as a driver in order to transmit the steering movement of the first steering mechanism 14 to the second steering mechanism 20 and vice versa.

[0089] However, in the event of a sole intact electric motor 28, 36, steering can be ensured, since both electric motors 28, 36 can be steered independently of one another.

[0090] List of reference signs

[0091] 10 steering system

[0092] 12 first steering gear

[0093] 14 first steering mechanism

[0094] 14a first steering straight rod

[0095] 14b second steering straight rod

[0096] 14c steering tie rod

[0097] 14d wheel carrier

[0098] 16 first wheel

[0099] 18 second steering gear

[0100] 20 second steering mechanism

[0101] 20a first steering straight rod

[0102] 20b second steering straight rod

[0103] 20c steering tie rod

[0104] 20d wheel carrier

[0105] 22 second wheel

[0106] 24 front axle

[0107] 26 tensioning mechanism

[0108] 26a length adjustment mechanism

[0109] 28 first electric motor

[0110] 30 mechanical direct drive

[0111] 32 steering column

[0112] 34 vehicle steering wheel

[0113] 36 second electric motor

Claims

1. A steering system (10) for a vehicle, the steering system having: at least one first steering transmission (12) and at least one first steering mechanism (14) for steering of at least one first wheel (16), wherein a first steering transmission (12) coupled with a first steering mechanism (14); at least one second steering transmission (18) and at least one second steering mechanism (20) for steering of at least one second vehicle wheel (22), wherein the second steering transmission (18) is coupled with the second steering mechanism (20); and at least one tensioning mechanism (26) coupled with the first steering transmission (12) and the second steering transmission (18), wherein the tensioning mechanism is connected to a rotational articulation between a second steering strut (14b) of the first steering mechanism and a corresponding steering tie rod (14c) and to a rotational articulation between a second steering strut (20b) of the second steering mechanism and a corresponding steering tie rod (20c), the first steering transmission (12) and the second steering transmission (18) being pre-tensionable by the tensioning mechanism in a rest state and in opposite directions, such that the first steering transmission (12) and the second steering transmission (18) are elastically spread apart or pressed together by an amount at the rotational articulations between the second steering struts (14b, 20b) and the corresponding steering tie rods (14c, 20c) in order to compensate for or eliminate a steering play of the steering system (10).

2. The steering system (10) according to claim 1, characterized in that the tensioning mechanism (26) is articulated on the first steering mechanism (14) and the second steering mechanism (20).

3. The steering system (10) according to claim 1 or 2, characterized in that the tensioning mechanism (26) is elastically pre-tensionable and / or pre-tensioned in an assembled state.

4. The steering system (10) according to claim 1 or 2, characterized in that the tensioning mechanism (26) has at least one length adjustment mechanism and / or a telescoping mechanism.

5. The steering system (10) according to claim 1 or 2, characterized in that the tensioning mechanism (26) has at least one elastic spring element.

6. The steering system (10) according to claim 5, characterized in that the elastic spring element is configured as an axial spring element.

7. The steering system (10) according to claim 5, characterized in that the elastic spring element is configured as a radial spring element.

8. The steering system (10) according to any one of claims 1-2 and 6-7, characterized in that the second steering transmission (18) is structurally configured to be smaller than the first steering transmission (12) in at least one dimension.

9. The steering system (10) according to claim 8, characterized in that the second steering transmission (18) is structurally configured to be at least about 10% smaller than the first steering transmission (12) in at least one dimension.

10. The steering system (10) according to any one of claims 1-2, 6-7 and 9, characterized in that The first steering transmission (12) is coupled with at least one first electric motor (28), wherein the second steering transmission (18) is coupled with at least one second electric motor (36).

11. The steering system (10) according to claim 10, characterized in that The second steering transmission (18) is drivable only by the second electric motor (36).

12. The steering system (10) according to any one of claims 1 to 2, 6 to 7, 9 and 11, characterized in that The first steering transmission (12) has at least one mechanical direct transmission (30) by which the first steering transmission (12) is couplable with at least one steering column (32) and a vehicle steering wheel (34).

13. The steering system (10) according to claim 1, characterized in that The vehicle is a commercial vehicle.

14. The steering system (10) according to claim 5, characterized in that The resilient spring element is configured as a leaf spring element.

15. The steering system (10) according to claim 9, characterized in that The second steering transmission (18) is structurally configured at least 20% smaller in at least one dimension than the first steering transmission (12).

16. The steering system (10) according to claim 9, characterized in that The second steering transmission (18) is structurally configured at least 25% smaller in at least one dimension than the first steering transmission (12).

Images