Electronic steering system for vehicle

Abstract

The present disclosure generally relates to an electronic steering system (12) for a vehicle (10). The electronic steering system (12) comprises at least one steering rack (16) having a toothed assembly (34), and further comprises a wheel sensor assembly (24) adapted to detect movement and / or position of the steering rack (16). The wheel sensor assembly (24) comprises: at least one sensor gear (26) meshing with the toothed assembly (34) of the steering rack (16); and at least one sensor unit (28) coupled to the sensor gear (26). The sensor unit (28) is adapted to detect a rotation of the sensor gear (26).

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to an electronic steering system for a vehicle. BACKGROUND

[0002] An electronic steering system is an emerging steering technology in which the mechanical connection between the steering wheel and the wheels is cancelled and replaced by two actuators: one actuator generates a torque feedback to the driver (at the steering wheel), one wheel actuator adjusts the running wheels to the desired position.

[0003] For controlling the electronic steering system, it is necessary to detect the wheel angle (also referred to as toe angle) of the steerable wheels in order to allow, on the one hand, a proper torque feedback to the driver and, on the other hand, to check whether the actual wheel angle corresponds to the target request for the wheel angle based on the steering request of the driver. Previous approaches (e.g. DE 10 2004 042 243 B4, CN 106945715 A, DE 10 2023 117 981 A1 and US 11,780,493 B2) aim at detecting the movement of the steering rack by sensors. However, the known approaches are not directed to a high-precision detection technology. Furthermore, hitherto exclusively special pinion-based position sensors have been used, which results in a high cost.

[0004] Therefore, there is a need to eliminate or at least reduce the disadvantages of the known electronic steering systems. In particular, there is a need to provide an electronic steering system in which the movement and / or position of the steering rack can be detected precisely and reliably, but without complex detection technology for this purpose. SUMMARY

[0005] This object is achieved by the subject matter of the independent patent claims. Advantageous embodiments are indicated in the dependent patent claims and the following description, each of which can illustrate aspects of the present disclosure, either individually or in (sub-)combination.

[0006] According to one aspect, some embodiments of the present disclosure relate to an electronic steering system for a vehicle. The electronic steering system comprises at least one steering rack having a toothing assembly, and further comprises a wheel sensor assembly. The wheel sensor assembly is adapted to detect a movement and / or a position of the steering rack. The wheel sensor assembly comprises at least one sensor gear. The sensor gear is in meshing engagement with the toothing assembly of the steering rack. At least one sensor unit is coupled with the sensor gear. The sensor unit is adapted to detect a rotation of the sensor gear.

[0007] Thus, an electronic steering system is provided, wherein the wheel sensor assembly cooperates directly with the toothed assembly of the steering rack. The sensor unit detects the movement of the sensor gear, which is effected by the steering rack. Thus, the movement and / or the position of the steering rack can be detected with high precision or can be determined on the basis of the measured values. The adjustments which form the basis of the electronic steering system can thus also be performed with higher precision. Furthermore, this detection technology leads to a higher variability of the electronic steering system, since the sensor assembly can be designed in a variety of ways. Advantageously, a special pinion position sensor is thus not required.

[0008] Preferably, the steering rack is coupled, at least indirectly, with a steerable wheel, for example a front wheel of a front axle steering system. The common steering rack can be moved from a reference position, for example a zero position, which effects a steering movement of the steerable wheel. Thus, the steerable wheel can be deflected, for example from a straight-ahead direction of the vehicle, in order for the vehicle to perform a turning maneuver. Thus, in the deflected case, the steerable wheel exhibits a different wheel angle, for example on the basis of the movement of the steering rack.

[0009] In order to move the steering rack, the electronic steering system comprises a wheel actuator. In the present case, the wheel actuator is coupled with the steering rack. Alternatively, the wheel actuator can also be coupled in a different way with the steerable wheel, in order to be able to influence its orientation (wheel angle).

[0010] In order to drive the steering rack, the wheel actuator comprises an electric motor in some embodiments.

[0011] The toothed assembly can also be used primarily for driving the steering rack, in order to move the steering rack from a reference position, in order to change the orientation of the steerable wheel. This means that, in some embodiments, the existing toothed assembly of the steering rack can be used for cooperation with the sensor gear. Since the toothed assembly is then also used for coupling with the sensor gear, the position and / or the movement of the steering rack can be detected precisely.

[0012] The toothed assembly comprises a plurality of teeth.

[0013] The sensor gear has an outer circumference such that the outer circumference is formed by teeth which engage with the teeth of the toothed assembly.

[0014] Preferably, the sensor unit is arranged on the center, i.e. the rotational axis, of the sensor gear. The measurement accuracy is thus improved.

[0015] Optionally, the distance covered during one rotation of the sensor gear is longer than the displacement path along which the steering rack can be moved. This means that the maximum displacement path along which the steering rack travels in one direction during the engagement of the teeth of the sensor gear with the steering lever is shorter or equal to the distance the steering lever has to travel in order to cause the sensor gear to perform one complete rotation. Thus, a simple relative angle sensor can be used within the sensor unit. As a result, the electronic steering system is particularly cost-effective.

[0016] Preferably, the displacement path of the steering rack is limited by end stops. Thus, it is ensured that the steering rack can only be moved within a limited range.

[0017] In some embodiments, the distance covered during one rotation of the sensor gear is shorter than the displacement path along which the steering rack can be moved. In this case, the wheel sensor assembly comprises a gear train. Installation space can thus be saved, since, for example, the diameter of the sensor gear is smaller.

[0018] Preferably, the gear train comprises the sensor gear and at least one satellite gear. The wheel sensor assembly can then comprise at least two sensor units. In each case, one sensor unit is coupled to a gear of the gear train. The movement and / or position of the steering rack can be determined on the basis of the measured values of the sensor units by means of a Vernier algorithm. The absolute position of the steering rack can also be determined by the sensor units. Thus, despite the saving of installation space, it is possible to ensure precise determination of the position and / or movement of the steering rack.

[0019] For example, the gear train can comprise a main gear and at least one satellite gear.

[0020] Optionally, a plurality of satellite gears can also be provided.

[0021] The sensor elements of the sensor units can be, for example, rotary angle sensors or Hall sensors.

[0022] At least two gears of the gear train, for example, the main gear and the satellite gear, can have the same or different diameters. Speed conversion can thus be achieved.

[0023] In some embodiments, the wheel sensor assembly comprises a plurality of sensor gears, which engage with a single toothed component or different toothed components of the steering rack. As a result, averaging is possible, which leads to a further increase in the accuracy of the determination of the position and / or movement of the steering rack. Furthermore, redundancy is created for the case of a fault, for example, of the sensor gear or of a sensor unit (sensor element) coupled to a single sensor gear.

[0024] Thus, a plurality of sensor units can be provided, each of which is individually associated with a sensor gear and is adapted to detect a rotation thereof.

[0025] If the wheel sensor assembly comprises a plurality of sensor gears, optionally at least two of the plurality of sensor gears have different diameters. Thus, the variability of the wheel sensor assembly can be increased. Furthermore, it is also ensured that anomalies caused by predetermined diameters during operation can be checked by gears having different diameters.

[0026] Preferably, the wheel sensor assembly comprises a sensor gear drive, which comprises the steering rack. Then, the sensor gears can be driven by the steering rack. As already mentioned, for example, the wheel actuator can be used to effect a movement of the steering rack. This movement of the steering rack can be propagated into a movement of the sensor gears. To this end, the sensor gears can be mounted in an essentially frictionless manner.

[0027] In some embodiments, the electronic steering system comprises a drive unit having a circulating ball nut for driving the steering rack. The circulating ball nut can then also be coupled, at least indirectly, i.e. via the steering rack, with the sensor gears. For example, a housing can be provided, which connects two stationary components. The circulating ball nut is mounted freely rotating via ball bearings. The electronic steering system is thus particularly compact. Nevertheless, the sensor gears can also be driven by the steering rack. Thus, a further adjustment of the steering rack for driving the sensor gears can be avoided.

[0028] Optionally, the toothed assembly comprises straight-cut toothing, helical toothing or crowned toothing. The variability is thus increased as required. In particular, the straight-cut toothing ensures a low sensitivity to the rolling of the teeth of the steering rack with the teeth of the sensor gears during the engagement and thus ensures an increased measurement accuracy. For example, each of the specified teeth of the toothed assembly can be used when the steering rack is sufficiently constrained by the positive engagement, so that the amount of rolling of the steering rack is minimized.

[0029] Preferably, the toothed assembly is mounted on the steering rack or is integral with the steering rack. If the toothed assembly is mounted on the steering rack, it can be manufactured separately. Thus, the total costs for manufacturing the steering rack and the toothed assembly can be reduced compared to an integral design. The integral design can increase the structural load capacity.

[0030] Optionally, the toothed assembly comprises straight teeth, drum teeth, barrel teeth or trapezoidal teeth. The variability of the toothed assembly is thus increased according to application-related requirements.

[0031] In some embodiments, the toothed assembly comprises a plastic material. The toothed assembly can thus be manufactured at particularly low costs.

[0032] Preferably, the sensor gear comprises a plastic material or an alloy. The sensor gear can thus be manufactured as required. For example, a design with a plastic material can reduce the manufacturing costs. An alloy, for example an aluminum alloy or a steel alloy, in turn allows the radial stiffness of the sensor gear to be adapted to the radial movement of the steering rack under load, for example to be able to ensure the required accuracy.

[0033] The sensor unit can in some embodiments be coupled directly to the sensor gear, or in other embodiments it can be mounted on a housing.

[0034] In some embodiments, the steering rack can also comprise a plurality of toothed assemblies. Separate sensor gears can then be associated with the individual toothed assemblies, for example. The steering rack thus only needs to be provided with one toothed assembly or a plurality of toothed assemblies over a limited length.

[0035] The sensor unit can in particular comprise a sensor element, for example a Hall sensor.

[0036] According to a further aspect, some embodiments of the present disclosure also relate to a vehicle having an electronic steering system. The advantages achieved by the electronic steering system described herein are likewise achieved by the vehicle in a corresponding manner.

[0037] In the context of the present disclosure, a vehicle can in particular comprise a land vehicle, i.e. in particular a non-road vehicle and a road vehicle, such as a passenger car, a bus, a truck and other commercial vehicles. The vehicle can be manned or unmanned. The vehicle can be at least partially electrically driven, including internal combustion engines and / or electric motors for driving them.

[0038] All features described in relation to the individual aspects can be combined individually or in (sub-) combinations with other aspects. BRIEF DESCRIPTION OF DRAWINGS

[0039] The present disclosure and further advantageous embodiments and developments will be described and explained in more detail below with reference to examples shown in the drawings, in which: - Figure 1 a simplified schematic diagram of a vehicle having an electronic steering system according to an embodiment is shown, - Figures 2 to 8A simplified schematic diagram showing components of an electronic steering system according to different embodiments. DETAILED DESCRIPTION

[0040] The following detailed description of embodiments describes and illustrates them with reference to the drawings, wherein like elements are referred to with like reference numerals. Each embodiment described in this disclosure serves only as an example or illustration of the disclosed subject matter and should not be construed as preferred or advantageous over other embodiments. The illustrative examples contained herein use examples that serve only as examples and are not intended to require or enable the claimed subject matter to be limited to the exact form disclosed. Various modifications to these described embodiments can be readily appreciated by those skilled in the art and the generic principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the described embodiments. Thus, the described embodiments are not limited to the examples that are shown but rather have the maximum possible scope commensurate with the principles and features disclosed herein.

[0041] All features disclosed in connection with the exemplary embodiments and / or the figures as well as any consequential novel features can be combined with features of aspects of the disclosure, including features of the preferred embodiments, either individually or in any combinable manner, as desired, provided that the resulting combination of features is a meaningful combination for the person skilled in the art.

[0042] For the purposes of the present disclosure, the expression "at least one of A, B and C" means, for example, (A), (B), (C), (A and B), (A and C), (B and C) or (A, B and C), if more than three elements are listed, all further possible combinations are included. In other words, the expression "at least one of A and B" is generally intended to mean "A and / or B", i.e. "A" by itself, "B" by itself, or "A and B" together.

[0043] Figure 1 A simplified schematic diagram of a vehicle 10 with an electronic steering system 12 according to an embodiment is shown.

[0044] The vehicle 10 further comprises steerable wheels 14. The steerable wheels 14 are coupled with a common steering rack 16. The common steering rack 16 is movable from a reference position (e.g. a zero position), which enables a steering motion of the steerable wheels 14. Thus, the steerable wheels 14 are deflectable (e.g. starting from a straight ahead orientation of the vehicle 10) in order for the vehicle 10 to perform a turning maneuver. Accordingly, the steerable wheels 14 have different wheel angles (toe angles) in case of deflection (e.g. based on a motion of the steering rack 16).

[0045] Although only a front axle steering system 18 is shown here, the vehicle 10 can of course also comprise a rear axle steering system which is configured accordingly.

[0046] For moving the steering rack 16, the electronic steering system 12 comprises a wheel actuator 20. In the present case, the wheel actuator 20 is coupled with the steering rack 16. Alternatively, the wheel actuator 20 can also be coupled in a different manner with the steerable wheel 14 in order to be able to influence its orientation (wheel angle).

[0047] According to the present embodiment, the wheel actuator 20 comprises an electric motor 22. The electric motor 22 comprises coil sets, each coil set comprising a set of coils. Each coil set is adapted in such a way that, upon application of a supply signal like a phase voltage, a phase current capable of driving a rotor of the electric motor 22 is generated in the underlying coil. The rotor can then be coupled with the steering rack 16, thereby enabling a movement of the steering rack 16.

[0048] Generally, the electric motor 22 can comprise more than two coil sets.

[0049] Typically, each coil set is three-phase, so that the electric motor 22 is likewise 3n-phase in the present case, with n > 1, that is to say at least three-phase.

[0050] For detecting the position and / or movement of the steering rack 16, the electronic steering system 12 comprises, in addition to the position sensors usually installed on the motor shaft of the electric motor 22, a wheel sensor assembly 24. The position sensors of the electric motor 22 are usually used to measure the position during driving. In principle, they can also optionally be arranged differently, for example so that they detect the position of the pinion. In contrast, the wheel sensor assembly 24 serves to determine the absolute position of the steering rack 16 (for example during a start-up sequence) and / or to perform a plausibility test on the position of the steering rack 16 determined by means of other position sensors (regarding the electric motor or regarding the pinion). In addition, the sensor assembly 24 also ensures a redundancy with regard to the other position sensors (regarding the electric motor or regarding the pinion) in the event of a failure of these other position sensors. The availability of the position information of the steering rack 16 is thus improved.

[0051] In the present case, the wheel sensor assembly 24 comprises a sensor gearwheel 26 and at least one sensor unit 28, which comprises at least one sensor element 30. The sensor unit 28 is associated with the sensor gearwheel 26. According to this embodiment, the sensor unit 28 is coupled directly with the sensor gearwheel 26.

[0052] The sensor gearwheel 26 has a circumferential surface 32 formed by toothing.

[0053] The electronic steering system 12 further comprises a toothed assembly 34 which is arranged on an outer surface 36 of the steering rack 16. The toothed assembly 34 is here configured as a straight toothing, such that the sensitivity of the teeth 34 to roll over the steering rack 16 is particularly low. Since the steering rack 16 rolls more or less depending on a positive engagement which is ensured for example by means of an anti-roll device 57, the teeth 34 of the sensor gearwheel 26 and thus the measurement are optionally less negatively affected. A straight toothing which is formed at right angles to the longitudinal axis of the steering rack 16 separates the rolling motion at least to some extent from the translational motion and is thus less susceptible than a helical toothing. The inaccuracy of the measurement can thus be reduced.

[0054] The toothing of the circumferential surface 32 of the sensor gearwheel 26 engages with the toothing of the toothed assembly 34.

[0055] If the steering rack 16 moves, for example on the basis of the electric motor 22 of the wheel actuator 20, this causes the sensor gearwheel 26 to rotate, which rotation can be detected by the sensor element 30 of the sensor unit 28.

[0056] The sensor unit 28 is coupled with a control device 38 of the electronic steering system 12. The control device 38 comprises at least one data processing device 40. In the present case, the control device 38 comprises a control device 38A which is associated with the wheel actuator 20 and a control device 38B which is associated with the steering wheel actuator 44. According to this embodiment, the two control devices 38A, 38B are combined in a single control device 38. The individual control devices 38 can each be an integral component of the respective actuator, but they can alternatively also be external to the respective actuator.

[0057] The electronic steering system 12 additionally comprises a steering wheel 42 with a steering wheel actuator 44 which is associated with the steering wheel 42 and likewise comprises an electric motor 46. A steering wheel sensor 48 is additionally associated with the steering wheel actuator 44. The steering wheel actuator 44 is likewise coupled with the control device 38. By means of the electric motor 46, a torque can be applied to the steering wheel 42 in order to provide the driver of the vehicle 10 with a torque feedback about the lateral guidance of the vehicle.

[0058] On the basis of the measured data of the steering wheel sensor 48 and of the sensor unit 28, the control device 38 is able to ensure the functionality of the electronic steering system 12. The detection of the position and / or of the movement of the steering rack 16 allows the wheel angle (toe angle) of the steerable wheels 14 to be determined. The orientation of the steerable wheels 14 is thus able to be determined. For example, on the basis of the measured data of the sensor unit 28, it is possible to ensure that a torque is fed back to the driver at the steering wheel 42. Furthermore, it is also possible, with the aid of the control device 38, to check whether the steering request performed by the driver with the aid of the steering wheel 42 is converted into a movement of the steering rack 16 as desired, so that the corresponding wheel angle (toe angle) of the steerable wheels 14 is set.

[0059] The control device 38 acts as a connecting member between the wheel actuator 20 and the steering wheel actuator 44, on the one hand, in order to implement a change in the wheel angle of the steerable wheels 14 of the vehicle 10 in accordance with the steering request of the driver with the aid of the steering wheel 42, and, on the other hand, in order to ensure that a torque is fed back to the driver of the vehicle 10 at the steering wheel 42 on the basis of a change in the steering angle of the steerable wheels 14.

[0060] Figures 2 to 8 Simplified schematic diagrams of the individual components of the electronic steering system 12 according to different embodiments are shown. In each case, only the differences are discussed in order to avoid repetitions.

[0061] The steering rack 16 is able to comprise a region 50 in which the outer contour of the steering rack 16 differs from the rest of the outer contour of the steering rack 16. For example, the region 50 can be a flattened region. The toothed assembly 34 is then able to be arranged in particular in the region 50. It is thus ensured that the toothed assembly 34 does not cause the dimensions of the steering rack 16 to be enlarged as a result of the toothed assembly 34. In particular, the region 50 is able to be configured such that the toothed assembly 34 is enclosed by an aligned outer contour of the steering rack 16, which is exhibited by the steering rack 16 outside the region 50. The toothed assembly 34 is able to be coupled to the steering rack 16 in particular by means of corresponding fastening means 52, for example mounted thereon. This allows the toothed assembly 34 to be manufactured separately, so that the manufacturing costs can be very low.

[0062] The toothed assembly 34 comprises toothing 54, which is configured in the present case to correspond to straight cut toothing. The sensor gearwheel 26 comprises a circumferential surface 32 formed by toothing 56. The toothing 56 of the sensor gearwheel 26 meshes with the toothing 54 of the toothed assembly 34. The sensor unit 28 is coupled to the sensor gearwheel 26 at least indirectly, for example if the measurement principle employed is the measurement of a change in the magnetic field strength, but preferably directly, for example in the case of mechanical measurement technology. The sensor unit 28 is arranged in the centre of the sensor gearwheel 26, in particular coinciding with the rotational axis of the sensor gearwheel 26.

[0063] The steering rack 16 comprises an anti-rotation device 57 which prevents the steering rack 16 from rotating around its circumference, since the anti-rotation device 57 ensures a positive engagement of the steering rack 16 with a correspondingly configured and shaped outer part. The steering rack 16 is thus constrained such that the amount of rolling of the steering rack along its circumferential surface is minimized. By means of the frictional engagement of the anti-rotation device 57 it is ensured that the toothed assembly 34 can in principle comprise any type of teeth, for example also helical teeth or drum teeth. However, straight teeth will ensure the greatest measurement accuracy if there is still a small rolling movement of the steering rack 16 along the circumferential surface.

[0064] Although the anti-rotation device 57 is not shown with respect to embodiments according to Figures 5 to 8 , these embodiments of the steering rack 16 can also comprise a corresponding anti-rotation device 57.

[0065] The diameter 58 of the sensor gear 26 in the present case Figure 2 is such that the length of the toothed assembly 34 is shorter than the distance which the sensor gear 26 travels on the steering rack 16 during a single rotation. This means that the displacement path 60 of the toothed assembly 34 between the opposite end stops 62 is shorter than the distance which the sensor gear 26 travels during a single rotation.

[0066] In other embodiments, the toothed assembly 34 can also be formed integrally with the steering rack 16 Figure 3 . The fastening device 52 can thus be omitted. Furthermore, the structural stability of the toothed assembly 34 is thus also particularly high. The sensor gear 26 then engages directly with the steering rack 16 by means of its toothing 56.

[0067] In some embodiments, an existing toothed assembly can also be used as the toothed assembly 34 Figure 4 . For example, the wheel actuator 20 can comprise a circulating ball nut 64 by means of which the steering rack 16 can be moved. The circulating ball nut 64 is fixed on the sensor gear 26, i.e. an indirect, fixed mechanical coupling is achieved via the steering rack 16. A housing (not shown here) can be provided which connects the two fixed parts, i.e. the circulating ball nut 64 and the sensor gear 26. The circulating ball nut 64 is mounted freely rotatably via a ball bearing. The toothed assembly 34 of the steering rack 16 drives the sensor gear 26.

[0068] In some embodiments, the wheel sensor assembly 24 can also comprise a plurality of sensor gears 26, 26A, 26B (see, for example, Figure 5According to the embodiment shown here, different sensor gears 26A, 26B are associated with the same toothed assembly 34 and engage with the toothed assembly 34 parallel to one another. Each individual sensor gear 26A, 26B has its own associated sensor unit 28A, 28B. The different sensor units 28 are each coupled to the control device 38 independently of one another. According to this embodiment, the different sensor gears 26A, 26B have different diameters dl, d2. It is thus possible to check by means of the control device 38 whether a difference is caused by a particular diameter. Furthermore, a redundancy thus also arises.

[0069] In some embodiments, the plurality of sensor gears 26A, 26B can also be arranged in sequence with respect to the toothed assembly 34 Figure 6 This means that they engage with different regions of the toothed assembly 34, which in this respect move one after the other by means of the absolute position measurement of the toothed assembly 34.

[0070] Alternatively, a plurality of toothed assemblies 34 can also be provided, with which the sensor gears 26A, 26B engage (not shown).

[0071] In some embodiments, the wheel sensor assembly 24 can also comprise a gear train 68 Figure 7 The gear train 68 comprises at least a plurality of gears 70. The gears 70 can be formed by the respective sensor gears 26A, 26B. For example, the gear train 68 can comprise a main gear 72 and at least one satellite gear 74. The satellite gear 74 engages with the main gear 72 when the main gear 72 engages with the toothed assembly 34.

[0072] According to another embodiment, the wheel sensor assembly 24 can also comprise a gear train 68 with a main gear 72 and a plurality of satellite gears 74A, 74B Figure 8 The different satellite gears 74A, 74B can have the same or different diameters d2, d3. The speed conversion of the gear train 68 can thus be set as required. In this case, the main gear 72 need not comprise a sensor unit 28.

[0073] Overall, an electronic steering system 12 is thus provided which has a high variability in terms of the wheel sensor assembly 24 and the toothed assembly 34 and allows the position and / or movement of the steering rack 16 to be detected with high precision and low cost.

[0074] When there is a plurality of sensor units 28 (i.e. 28A, 28B), the position and / or movement of the steering rack 16 can be determined on the basis of the measurements of the sensor units 28 (for example by means of the control device 38) on the basis of a Vernier algorithm.

[0075] The specific embodiments disclosed herein implement standards, protocols, methods, or techniques disclosed herein using circuitry (e.g., one or more circuits) to functionally couple two or more components to generate, process, analyze, generate signals, encode / decode signals, convert signals, transmit and / or receive signals, control other devices, etc. Any type of circuitry can be used.

[0076] In one embodiment, the control device, etc. circuitry includes, among other things, one or more data processing apparatus, such as a processor (e.g., a microprocessor), a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system-on-chip (SoC), or the like, or any desired combination thereof, and can include discrete digital or analog circuit elements or electronics, or combinations thereof. In one embodiment, the circuitry includes a hardware circuit implementation (e.g., an analog circuit implementation, a digital circuit implementation, etc., and combinations thereof).

[0077] In one embodiment, the circuitry includes a combination of circuitry and a computer program product with software or firmware commands stored on one or more computer readable memories and cooperating to cause the device to perform one or more of the protocols, methods, or techniques described herein. In one embodiment, the circuitry technology includes circuitry that requires software, firmware, etc. for operation, such as, for example, a microprocessor or microprocessor component. In one embodiment, the circuitry includes one or more processors or components thereof and associated software, firmware, hardware, etc.

[0078] The present disclosure can make reference to quantities and numbers. Unless expressly stated, these quantities and numbers should not be considered limiting, but as examples of quantities or numbers that can be relevant to the present disclosure. In this regard, the term "a plurality of" can also be used in the present disclosure to refer to a quantity or number. In this regard, the term "a plurality of" means any number greater than one, such as, for example, two, three, four, five, etc. The terms "about," "approximately," "near," etc. mean plus or minus 5% of the stated value.

[0079] While the present disclosure has been presented and described with respect to one or more embodiments, those skilled in the art will appreciate, upon reading and understanding the description and drawings, that equivalent alterations and modifications will occur to them in light of the description and drawings.

Claims

1. An electronic steering system (12) for a vehicle (10), the electronic steering system (12) comprising at least one steering rack (16) having a toothed assembly (34), and further comprising a wheel sensor assembly (24) adapted to detect a movement and / or a position of the steering rack (16), wherein the wheel sensor assembly (24) comprises: at least one sensor gear (26) which meshes with the toothed assembly (34) of the steering rack (16); and at least one sensor unit (28) which is coupled with the sensor gear (26), and wherein the sensor unit (28) is adapted to detect the rotation of the sensor gear (26).

2. The electronic steering system (12) of claim 1, characterized in that, The distance covered during a single rotation of the sensor gear (26) is longer than the displacement path (60) along which the steering rack (16) is movable.

3. The electronic steering system (12) of claim 1, characterized in that, The distance covered during a single rotation of the sensor gear (26) is shorter than the displacement path (60) along which the steering rack (16) is movable, and the wheel sensor assembly (24) comprises a gear train (68).

4. The electronic steering system (12) of claim 3, characterized in that, The gear train (68) comprises the sensor gear (26) and at least one satellite gear (74), and the wheel sensor assembly (24) comprises at least two sensor units (28), wherein in each case one sensor unit (28) is coupled with a gear of the gear train (68), and wherein the movement and / or the position of the steering rack can be determined on the basis of the measured values of the sensor units (28) by means of a Vernier algorithm.

5. The electronic steering system (12) according to one of the preceding claims, characterized in that The wheel sensor assembly (24) comprises a plurality of sensor gears (26) which mesh with a single or different toothed assemblies (34) of the steering rack (16).

6. The electronic steering system (12) of claim 5, characterized by At least two of the plurality of sensor gears (26) have different diameters.

7. The electronic steering system (12) according to one of the preceding claims, characterized in that The wheel sensor assembly (24) comprises a sensor gear drive (66) which comprises the steering rack (16), and the sensor gear (26) is drivable by the steering rack (16).

8. The electronic steering system (12) according to one of claims 1 to 6, characterized in that The electronic steering system (12) comprises a drive unit which has a circulating ball nut (64) for driving the steering rack (16), and the circulating ball nut (64) is also coupled at least indirectly with the sensor gear (26).

9. The electronic steering system (12) according to one of the preceding claims, characterized in that The toothed assembly (34) comprises straight or helical toothing which is mounted on or integral with the steering rack (16).

10. The electronic steering system (12) according to one of the preceding claims, characterized in that The toothed assembly (34) comprises straight, drum, barrel or trapezoidal toothing (54).

11. The electronic steering system (12) according to one of the preceding claims, characterized in that The toothed assembly (34) comprises a plastic material.

12. The electronic steering system (12) according to one of the preceding claims, characterized in that The sensor gear (26) comprises a plastic material or an alloy.

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