Method for monitoring a steering system

Abstract

The invention relates to a method for monitoring a steering system (10), in particular during operation in a vehicle (12), wherein the steering system (10) comprises at least one steering actuator (14), and wherein at least one operating signal (16) of the steering actuator (14) is ascertained and evaluated in order to ascertain a force-locking and / or torque interruption in the steering system (10). It is proposed here that a jerk signal (18) is ascertained from the operating signal (16) in order to ascertain a force-locking and / or torque interruption in the steering system (10) and is monitored with respect to changes.

Description

Technical Field

[0001] This invention relates to a method for monitoring a steering system according to the present invention. Furthermore, the invention relates to a control device having a computing unit for implementing such a method, a steering system having a computing unit for implementing such a method, and a vehicle having such a steering system. Background Technology

[0002] Existing technology, such as DE 10 2008 021 849 A1, provides a method for monitoring a steering system, in which a belt runout detection device is used to identify belt runout and thus to identify force engagement disengagement and / or torque disengagement in the steering system. This belt runout detection device identifies belt runout by evaluating the manual torque applied to the steering wheel, the manual steering angle applied to the steering wheel, and the wheel steering angle, or the operating signals of the steering actuator. However, identifying belt runout based on the detected manual torque can cause problems, for example, in autonomous vehicles or steer-by-wire systems. Furthermore, the identification in this case is affected by system rigidity and may be distorted. Summary of the Invention

[0003] The object of the present invention is, in particular, to provide a method for monitoring a steering system with improved efficiency. This object is achieved by the features described in this disclosure, while advantageous designs and improvements of the invention can be learned from other parts of this disclosure.

[0004] The present invention relates to a method for monitoring a steering system, particularly during operation in a vehicle, wherein the steering system includes at least one steering actuator, and wherein at least one operating signal of the steering actuator is identified and evaluated in order to determine force engagement disengagement and / or torque disengagement in the steering system.

[0005] It is proposed here that, in order to identify force engagement disengagement and / or torque disengagement in the steering system, a ruck signal be identified from the operating signals and its changes be monitored. Advantageously, the ruck signal's time-varying curve, particularly over the entire monitoring interval, is identified and evaluated. This evaluation is advantageously performed in the time domain. However, in principle, the ruck signal can also be evaluated in the frequency domain. This design scheme particularly improves efficiency, especially detection efficiency, computational efficiency, and / or cost efficiency. Furthermore, it enables advantageous and robust identification and / or evaluation of force engagement disengagement and / or torque disengagement in the steering system, improving operational safety. Moreover, it allows for exceptionally high flexibility and / or variability.

[0006] Preferably, the vehicle is configured as a motor vehicle and particularly includes the steering system and a detection sensing device configured to detect at least one operating signal of the steering actuator. Furthermore, the steering system can be configured as a conventional steering system, particularly as an electric servo steering mechanism and including a mechanical driveway. However, as an alternative, the steering system can also be configured as a steer-by-wire system, wherein the steering preset is transmitted to the wheels in a purely electrical manner. Furthermore, "steering actuator" should refer to an actuator unit at least partially electrically and / or electronically configured to provide steering torque and thereby advantageously influence the vehicle's direction of travel. Preferably, the steering actuator is configured to provide steering torque for supporting the hand torque applied to the steering handle and / or for automatically and / or autonomously controlling the vehicle's direction of travel. For this purpose, the steering actuator can include at least one electric motor.

[0007] Furthermore, the vehicle includes a computing unit configured to implement the method for monitoring the steering system. The term "computing unit" should particularly refer to an electrical and / or electronic unit having an information input terminal, an information processing mechanism, and an information output terminal. Advantageously, the computing unit also has at least one processor, at least one operating memory, at least one input device and / or output device, at least one operating program, at least one control routine, at least one calculation routine, at least one detection routine, at least one evaluation routine, and / or at least one monitoring routine. In particular, the computing unit is configured to detect, especially from detection sensors, and / or receive and evaluate operating signals. Furthermore, the computing unit is configured to detect sudden movement signals from the operating signals in order to detect force engagement disengagement and / or torque disengagement in the steering system and monitor changes therein. Preferably, the computing unit is integrated into the vehicle's control equipment, such as a central vehicle control device or a steering system control device, particularly in the form of a steering control device. "Force engagement disengagement and / or torque disengagement" in this context should particularly refer to a sudden and / or abrupt relative movement and / or at least a short-term interruption and / or release of force engagement between two force-engaged and / or form-locked components of the steering system. This force engagement disengagement and / or torque disengagement specifically results in at least a short-term loss of steering assist. Furthermore, this force engagement disengagement and / or torque disengagement can also, in principle, cause offsets in the steering system, particularly in the sensor and / or servo branches of the steering system, and thus, for example, cause a deviation between the measured steering angle and the actual steering angle. Furthermore, "abrupt signal" should particularly refer to a signal associated with an abrupt change in acceleration occurring in the steering system over time. "Setting up" should particularly refer to specifically programming, designing, and / or equipping. "An object is set up for a specific function" should particularly refer to the object performing and / or executing this specific function in at least one operating state and / or running state.

[0008] Furthermore, it is proposed that the force engagement disengagement and / or torque disengagement in the steering system can be identified based on at least one signal peak, especially a peak, in the abrupt signal, thereby enabling particularly simple identification of short-term force engagement disengagement and / or torque disengagement in the steering system, such as slippage and / or jolt.

[0009] As an alternative or supplementary solution, if the sudden movement signal exceeds a particularly defined and / or definable threshold, then a disengagement of force engagement and / or torque disengagement in the steering system can be identified. Additionally, in this case, it is also possible to monitor and / or identify the time period during which the sudden movement signal exceeds the threshold, thereby advantageously inferring the type of disengagement of force engagement and / or torque disengagement. If the sudden movement signal exceeds the threshold only for a short time, such as a few milliseconds, then a temporary disengagement of force engagement and / or torque disengagement in the steering system, such as slippage and / or bouncy, can be particularly inferred. And if the sudden movement signal exceeds the threshold for a long period or persistently, then damage to the steering system, such as deformation or breakage, can be particularly inferred.

[0010] Furthermore, it is proposed that the position signal, speed signal, or acceleration signal of the steering actuator be used as the operating signal, thereby advantageously and easily identifying the abrupt change signal. The position signal can advantageously be the rotor position signal of the steering actuator, especially the rotor position signal of the electric motor of the steering actuator. The speed signal can advantageously be the rotor speed signal of the steering actuator, especially the rotor speed signal of the electric motor of the steering actuator. Furthermore, the acceleration signal can advantageously be the rotor acceleration signal of the steering actuator, especially the rotor acceleration signal of the electric motor of the steering actuator.

[0011] Preferably, the abrupt change signal is determined based on the rate of change of the running signal over time and / or by means of the time derivative of the running signal. Advantageously, the position signal of the steering actuator can be used as the running signal, and the abrupt change signal can be determined, for example, based on the third derivative of the position signal over time. However, as an alternative, the speed signal of the steering actuator can also be used as the running signal, and the abrupt change signal can be determined, for example, based on the second derivative of the speed signal over time. Furthermore, the acceleration signal of the steering actuator can also be used as the running signal, and the abrupt change signal can be determined, for example, based on the first derivative of the acceleration signal over time. Thus, a particularly advantageous, low-cost solution can be provided by using a signal that is already present or readily available.

[0012] Furthermore, the force engagement / disengagement and / or torque disengagement in the steering system correspond to the force engagement / disengagement and / or torque disengagement in the sensor bracket and / or the force engagement / disengagement and / or torque disengagement in the servo branch, thereby enabling variable and / or comprehensive monitoring of the steering system. The sensor branch corresponds, for example, to the steering shaft and / or steering column of the steering system, while the servo branch can particularly correspond to the steering transmission mechanism of the steering system.

[0013] Furthermore, the force engagement disconnection and / or torque disconnection can be caused by slippage, sliding, and / or bouncing of any mechanical interface in the steering system. However, according to one embodiment, the steering system includes at least one traction device that functions particularly in a force-locking and / or form-locking manner and / or at least one tolerance ring that functions particularly in a force-locking and / or form-locking manner, and the force engagement disconnection and / or torque disconnection is caused by slippage, sliding, and / or bouncing of the traction device and / or the tolerance ring. The traction device can here be, for example, part of a coupling transmission mechanism for connecting a steering actuator to a steering transmission mechanism and can be particularly configured as a belt, preferably a toothed belt. The tolerance ring can be, for example, part of a slip clutch and / or a helical gear transmission mechanism. This, in particular, improves the efficiency of the method and allows for monitoring of the main causes of force engagement disconnection and / or torque disconnection in the steering system.

[0014] Furthermore, it is proposed that an event counter be used to detect force-lock engagement disengagement and / or torque disengagement in the steering system. In particular, in this case, the event counter is first incremented based on the evaluation of the abrupt change signal, and especially on the signal peak and / or anomaly in the abrupt change signal. When the event counter exceeds a limit value, such as three or four, the force-lock engagement disengagement and / or torque disengagement in the steering system is inferred. As a result, a system response, preferably in the form of a safety measure, can then be initiated and / or executed. This system response may include, for example, the generation of a warning message and / or a degrade of the steering system or vehicle. Particularly preferred is that if no signal peak and / or anomaly occurs in the abrupt change signal within a defined and / or defined time period, the event counter is further reset, in particular cleared to zero. This further enhances robustness and / or operational safety.

[0015] Furthermore, it is preferable to consider at least one reliability parameter when identifying force engagement disengagement and / or torque disengagement in the steering system, and especially for improving robustness and / or verification. Preferably, the reliability parameter is an operating signal and / or detection signal on the sensor branch side, such as the steering lever's manual torque and / or deflection, an operating signal and / or detection signal on the servo branch side, such as torque, rotation angle, speed, preferably the average value of the rotor speed and / or the acceleration of the steering actuator and / or operating signals and / or detection signals associated with the vehicle's driving state, such as vehicle speed and / or yaw torque. Particularly advantageous is that multiple reliability parameters, such as at least two or at least three reliability parameters, and / or interconnected, can also be considered when identifying force engagement disengagement and / or torque disengagement in the steering system. This, in particular, enables a further improvement in robustness.

[0016] Furthermore, if the steering system includes at least one traction device in the form of a toothed belt with multiple teeth and the force engagement disengagement and / or torque disengagement in the steering system are determined based on the signal peaks in the abrupt change signal, a particularly effective method is particularly possible, wherein the number of skipped teeth is inferred and / or determined based on the number of signal peaks in the abrupt change signal.

[0017] The method for monitoring the steering system described herein should not be limited to the applications and implementations described above. In particular, the method for monitoring the steering system can have a different number of individual elements, components, and units than those mentioned herein, in order to achieve the operating principle described here. Attached Figure Description

[0018] Other advantages will become apparent from the following description of the accompanying drawings. One embodiment of the invention is illustrated in the drawings.

[0019] in: Figure 1a -b illustrates an exemplary vehicle with a steering system in a simplified diagram; Figure 2 A graph showing the different signals used to monitor the steering system is presented; and Figure 3 An exemplary flowchart showing the main method steps for monitoring the steering system is provided. Detailed Implementation

[0020] Figure 1a and 1b A simplified diagram illustrates an exemplary vehicle 12 constructed as a sedan, having multiple wheels 40 and a steering system 10. The steering system 10 is operatively connected to the wheels 40, which in this case are primarily the front wheels, and is configured to influence the driving direction of the vehicle 12. Furthermore, the steering system 10 is constructed as an electrically supported steering system and therefore has an electrically assisted steering mechanism in the form of a servo steering mechanism. However, in principle, it is also conceivable to construct the steering system as a hydraulically supported steering system, particularly with a hydraulically assisted steering structure. Furthermore, the steering system can also, in principle, be constructed as a steer-by-wire system.

[0021] The steering system 10 includes: a steering handle 42, exemplarily configured as a steering wheel for applying hand torque in the present case; a steering transmission mechanism 44, exemplarily configured as a rack and pinion steering mechanism, including a steering adjustment element 46 and configured to convert a steering preset on the steering handle 42 into steering motion of the wheels 40; and a steering shaft 48 for mechanically connecting the steering handle 42 to the steering transmission mechanism 44. The steering shaft 48 defines a sensor branch 28 of the steering system 10. The steering transmission mechanism 44 defines a servo branch 30 of the steering system 10. Alternatively, the steering handle can also be configured as a steering rod or steering ball, etc. Furthermore, it is conceivable to abandon the steering handle. Additionally, the steering shaft can also only temporarily connect the steering handle to the steering transmission mechanism and / or have a mechanical disengagement mechanism, as in, for example, a steering-by-wire system.

[0022] Furthermore, the steering system 10 includes a steering actuator 14. The steering actuator is at least partially configured electrically and / or electronically. The steering actuator 14 is operatively connected to the steering transmission mechanism 44. The steering actuator 14 is configured to provide a steering torque to support the hand torque applied to the steering handle 42 and to transmit it to the steering adjustment element 46. For this purpose, the steering actuator 14 includes an electric motor (not explicitly shown). In the present case, the electric motor is particularly constructed as a permanent magnet excited synchronous motor and is configured to generate steering torque. In principle, the steering actuator can also include multiple electric motors.

[0023] To connect the steering actuator 14 to the steering transmission mechanism 44, the steering system 10 also includes a coupling transmission mechanism 50. The coupling transmission mechanism 50 is currently configured as a traction device transmission and includes at least one traction device 32. The coupling transmission mechanism 50 is here configured as a belt drive and therefore includes the traction device 32 as a belt, and in the present case, particularly as a toothed belt. The coupling transmission mechanism 50 is configured to transmit the steering torque of the steering actuator 14 to the steering transmission mechanism 44 by means of the traction device 32. However, as an alternative, the coupling transmission mechanism configured as a traction device transmission can also be configured as a chain drive, etc., and / or include the traction device as a flat belt, round belt, wedge belt, and / or wedge-ribbed belt. Furthermore, it is conceivable that the coupling transmission mechanism be configured as a helical gear transmission mechanism and / or a worm gear transmission mechanism. In addition, the coupling transmission mechanism and / or the steering system can also include a tolerance ring.

[0024] Furthermore, the steering system 10 includes a steering sensing device 52, which is disposed on the steering shaft 48 and is known in itself. The steering sensing device 52 is configured here as a torque sensor. The steering sensing device 52 is configured to detect sensor signals 54 associated with the operation of the steering handle 42, particularly the hand torque and / or torque applied to the steering handle 42. In the present case, the sensor signal 54 corresponds here to a torsion bar signal. Alternatively, the steering sensing device can also be configured as a sensor different from the torque sensor, such as a rotation angle sensor and / or a combination of torque and rotation angle sensors.

[0025] Furthermore, the steering system 10 includes a detection sensing device 56 associated with the steering actuator 14. The detection sensing device 56 is configured as a rotor position sensor and is set to detect at least one operating signal 16 of the steering actuator 14, in the present case, particularly the rotor position signal of the electric motor. However, as an alternative or supplementary solution, the detection sensing device can also be configured as a sensor different from the rotor position sensor, such as a speed sensor and / or an acceleration sensor.

[0026] Furthermore, the vehicle 12 has a control device 36. The control device 36 is exemplarily configured as a steering control device and is therefore part of the steering system 10. The control device 36 has an electrical connection to the steering actuator 14. Additionally, the control device 36 has electrical connections to the steering sensing device 52 and the detection sensing device 56. The control device 36 is configured to receive sensor signals 54 from the steering sensing device 52 and operating signals 16 from the detection sensing device 56. Furthermore, the control device 36 is configured to operate the steering actuator 14.

[0027] Therefore, the control device 36 includes a computing unit 38. The computing unit 38 includes at least one processor, for example, in the form of a microprocessor, and at least one runtime memory. Furthermore, the computing unit 38 includes at least one runtime program stored in the runtime memory, the runtime program having at least one control routine, at least one calculation routine, at least one detection routine, at least one evaluation routine, and at least one monitoring routine. However, it is also conceivable in principle to construct the control device separately from the steering system. In this case, the vehicle could, for example, have a single central control device with a central computing unit.

[0028] To maintain the correct operating principle of the steering system 10, a sustained force lock is required in principle. However, specific driving and / or operating conditions may cause the force lock to disengage and / or torque to disengage in the steering system 10. Such disengagement of force lock and / or torque, without sufficiently precise detection, could lead to unsafe driving situations.

[0029] For this reason, a method for monitoring the steering system 10 during operation in the vehicle 12 is described below. Specifically, the computing unit 38 is configured to execute the method and has a computer program for this purpose, which has corresponding program code segments.

[0030] According to the present invention, in order to determine the force engagement disengagement and / or torque disengagement in the steering system 10, at least one operating signal of the steering actuator 14, in the present case particularly by means of the operating signal 16 detected by the detection sensing device 56, is identified and evaluated. For this purpose, a sudden signal 18 is generated from the operating signal 16 and its changes are monitored. The force engagement disengagement and / or torque disengagement in the steering system 10 can here be determined based on at least one signal peak 20, 22, 24 in the sudden signal 18 or based on the exceeding of a threshold 26 (see especially...). Figure 2 Here, what is currently being utilized is that a large rotor acceleration is generated when force engagement is disengaged and / or torque is disengaged in the steering system 10, and this rotor acceleration can be determined by corresponding evaluation of the abrupt change signal 18. However, in principle, the abrupt change signal can also be evaluated in the frequency domain. Furthermore, it is conceivable to monitor and evaluate the gradient of the abrupt change signal.

[0031] Furthermore, the force engagement disconnection and / or torque disconnection exemplarily correspond to the force engagement disconnection and / or torque disconnection in the servo branch 30 and can be caused by slippage, sliding, and / or jumping of the traction device 32. However, in principle, the force engagement disconnection and / or torque disconnection can also be caused by any other mechanical interface in the steering system 10, such as a tolerance ring, and may occur, for example, in the sensor branch 28 or in both the sensor branch 28 and the servo branch 30.

[0032] Furthermore, the position signal of the steering actuator 14, particularly the rotor position signal, is used as the operating signal 16, wherein the abrupt change signal 18 is determined by means of the time derivative of the operating signal 16, and in particular by the third time derivative of the operating signal 16. However, as an alternative, the speed signal or acceleration signal of the steering actuator can also be used as the operating signal.

[0033] Furthermore, an event counter can be used to detect force engagement disengagement and / or torque disengagement in the steering system 10. This event counter can be integrated, for example, into the calculation unit 38. In this case, the event counter is first incremented based on the evaluation of the sudden signal 18, particularly based on signal peaks 20, 22, 24, and / or anomalies in the sudden signal 18, and the force engagement disengagement and / or torque disengagement in the steering system 10 is inferred when the event counter exceeds a limit value, such as three or four. As a result, a system response can then be initiated and / or executed. The system response can include, for example, the generation of a warning message and / or a degradation of the steering system 10 or vehicle 12. However, in principle, such an event counter can also be abandoned. In this case, a corresponding system response can be initiated when a single signal peak exists and / or based on a time period during which the sudden signal 18 exceeds a threshold 26.

[0034] To further improve the robustness of the method, at least one confidence parameter 34 (see in particular) can be taken into account when identifying force engagement disengagement and / or torque disengagement in the steering system 10. Figure 2 In the current case, the operating signal and / or detection signal on the servo branch side, and more specifically the torque of the steering actuator 14, is used as the reliability parameter 34. However, as an alternative or supplementary approach, the operating signal and / or detection signal on the sensor branch side, such as the sensor signal 54 and / or the operating signal and / or detection signal associated with the driving state of the vehicle 12, such as vehicle speed and / or yaw torque, can also be used as the reliability parameter. Furthermore, it is conceivable to use the operating signal and / or detection signal on the servo branch side, which differs from the torque of the steering actuator 14, such as the rotation angle and / or speed, preferably the average value of the rotor speed of the steering actuator 14, as the reliability parameter. In addition, it is also conceivable in principle to completely abandon the reliability parameter.

[0035] Figure 2 An exemplary graph is shown showing the different signals used to monitor the steering system 10.

[0036] The first vertical axis 58 is constructed as a parametric axis and is shown with [1 / s 3The sudden movement is measured in units of [s]. The first horizontal axis 60 shows the time variation of the sudden movement signal 18. The second vertical axis 64 is constructed as another parametric axis and shows the torque in units of [Nm]. The second horizontal axis 66 also shows the time variation in units of [s]. The second curve 68 shows the time variation of the reliability parameter 34, or in the current case, the time variation of the torque of the steering actuator 14.

[0037] As can be seen from curve 62, multiple signal peaks 20, 22, and 24 appear in the sudden signal 18 after approximately 8.5 seconds. These signal peaks characterize the disengagement of force engagement and / or torque disengagement in the steering system 10. When using a traction device 32 in the form of a toothed belt with multiple teeth, the number of skipped teeth can be inferred from the number of signal peaks 20, 22, and 24 in the sudden signal 18. In the current case, this means that three teeth of the traction device 32 are skipped.

[0038] Furthermore, curve 68 can be used to improve robustness and / or to verify force engagement disconnection and / or torque disconnection in the steering system 10. According to the variation curve of the confidence parameter 32, it can be seen that a disturbance in the torque of the steering actuator 14 occurred shortly before the first signal peak 20 in the abrupt change signal 18. This disturbance in the torque of the steering actuator 14, combined with the temporally subsequent signal peaks 20, 22, and 24 in the abrupt change signal 18, serves as an indicator of force engagement disconnection and / or torque disconnection in the steering system 10.

[0039] Figure 3 Finally, an exemplary flowchart of the main method steps of the method for monitoring the steering system 10 is shown.

[0040] In method step 70, the operating signal 16 of the steering actuator 14 is identified.

[0041] In method step 72, the abrupt signal 18 is identified from the running signal 16. In the present case, this is done by the time derivative of the running signal 16, and in particular by the third time derivative of the running signal 16.

[0042] In method step 74, the sudden signal 18 is monitored and evaluated. In the present case, this is particularly monitored to see if there are signal peaks 20, 22, 24 in the sudden signal 18 and / or whether the sudden signal 18 exceeds a threshold 26. If so, it is deduced that the force lock-up and / or torque is disconnected in the steering system 10 and method step 76 is then performed.

[0043] In method step 76, a system response is initiated and / or executed. This system response may, for example, be the generation of a warning message and / or a degrade of the steering system 10 or the vehicle 12.

[0044] Figure 3 The exemplary flowchart herein should only exemplify one method for monitoring the steering system 10. In particular, the individual method steps can be varied or additional method steps can be added. For example, an event counter can be used to determine force engagement disengagement and / or torque disengagement in the steering system 10. Furthermore, the confidence parameter 34 can be taken into account when determining force engagement disengagement and / or torque disengagement in the steering system 10.

Claims

1. A method for monitoring a steering system (10) during operation in a vehicle (12), wherein the steering system (10) includes at least one steering actuator (14), and wherein at least one operating signal (16) of the steering actuator (14) is identified and evaluated in order to determine force engagement disengagement and / or torque disengagement in the steering system (10), characterized in that, In order to identify and monitor changes in the force engagement disengagement and / or torque disengagement in the steering system (10), the force engagement disengagement and / or torque disengagement in the steering system (10) is identified from the operating signal (16), wherein the force engagement disengagement and / or torque disengagement in the steering system (10) is identified based on at least one signal peak (20, 22, 24) in the force engagement signal (18), and / or if the force engagement signal (18) exceeds a threshold (26), the force engagement disengagement and / or torque disengagement in the steering system (10) is identified, wherein the force engagement disengagement and / or torque disengagement refers to a sudden and / or abrupt relative movement and / or a short-term interruption and / or release of force engagement between two force-engaged and / or form-engaged components of the steering system (10) that are connected to each other in a force-engaged and / or form-engaged manner.

2. The method according to claim 1, characterized in that, The position signal, speed signal, or acceleration signal of the steering actuator (14) is used as the operating signal (16).

3. The method according to claim 1, characterized in that, The abrupt signal (18) is determined based on the rate of change of the running signal (16) over time and / or by means of the derivative of the running signal (16) over time.

4. The method according to any one of claims 1 to 3, characterized in that, The force engagement disconnection and / or torque disconnection in the steering system (10) correspond to the force engagement disconnection and / or torque disconnection in the sensor branch (28), and / or the force engagement disconnection and / or torque disconnection in the servo branch (30).

5. The method according to any one of claims 1 to 3, characterized in that, The steering system (10) includes at least one traction device (32), and force engagement disconnection and / or torque disconnection are caused by slippage, sliding and / or bouncing of the traction device (32).

6. The method according to any one of claims 1 to 3, characterized in that, The steering system (10) includes at least one tolerance ring, and force engagement disconnection and / or torque disconnection are caused by slippage, sliding and / or runout of the tolerance ring.

7. The method according to any one of claims 1 to 3, characterized in that, An event counter is used to detect force engagement disconnection and / or torque disconnection in the steering system (10), and a system response is initiated when the counter value of the event counter exceeds a limit value.

8. The method according to any one of claims 1 to 3, characterized in that, When determining the force lock-on disconnection and / or torque disconnection in the steering system (10), at least one confidence parameter (34) is taken into account, wherein the confidence parameter (34) is the operating signal and / or detection signal on the sensor branch side, the operating signal and / or detection signal on the servo branch side and / or the operating signal and / or detection signal associated with the driving state of the vehicle (12).

9. The method according to claim 1, characterized in that, The steering system (10) includes at least one traction device (32) in the form of a toothed belt with multiple teeth, and the force engagement disconnection and / or torque disconnection in the steering system (10) are determined based on the signal peaks (20, 22, 24) in the abrupt signal (18), wherein the number of skipped teeth is inferred based on the number of signal peaks (20, 22, 24) in the abrupt signal (18).

10. A control device (36) having a computing unit (38) for implementing the method according to any one of claims 1 to 9.

11. A steering system (10) having at least one steering actuator (14) and a computing unit (38) for implementing the method according to any one of claims 1 to 9.

12. A vehicle (12) having a steering system (10) according to claim 11.

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