Method for calibrating and / or initializing a steering sensor of a steering system

Abstract

Method for calibrating and / or initializing a steering sensor (10) of a steering system (12), in particular during operation of the steering system (12) in a vehicle (14), wherein the steering system (12) comprises a steering handle (16) and a torque sensor (18) assigned to the steering handle (16), wherein the steering sensor (10) is provided for detecting a deflection position of the steering handle (16), characterized in that a torque parameter (20) is determined by determining a torque for a plurality of different deflection positions of the steering handle (16) and is compared with a reference parameter (22) for the calibration and / or initialization of the steering sensor (10).

Description

State of the art

[0001] The invention is based on a method for calibrating and / or initializing a steering sensor of a steering system according to the preamble of claim 1 and a vehicle according to the preamble of claim 9. Furthermore, the invention relates to a control device with a computing unit for carrying out such a method.

[0002] Vehicles are known from the prior art that comprise a conventional steering system with a steering handle, for example in the form of a steering wheel, a wheel steering angle adjuster in the form of a steering gear, and a steering shaft for mechanically connecting the steering handle to the wheel steering angle adjuster. Furthermore, vehicles with steer-by-wire steering systems are known, which do not require a direct mechanical connection between a steering handle and steered vehicle wheels and in which a steering command to the steering handle is transmitted exclusively electrically. The latter comprise a control unit operable by a driver and at least one wheel steering angle adjuster mechanically separated from the control unit. Furthermore, in both cases, such steering systems comprise sensors, such as torque sensors and / or steering angle sensors, for controlling the operation of the steering system.Such steering systems are known, for example, from DE 10 2008 037 870 B4 and DE 10 2018 123 615 A1.

[0003] Furthermore, the sensors used are safety-critical components that require particularly precise calibration and / or adjustment to avoid errors during operation. Such calibration is usually performed manually during production or manually in a workshop using special tools, such as a leveling tool. However, simple recalibration, which may be necessary due to aging and / or wear, as well as automation, cannot be achieved using the current calibration methods.

[0004] Furthermore, for example, from DE 10 2018 117 308 A1 a method for self-diagnosis of a steering system is known, wherein the steering system comprises a steering handle, a motor connected to the steering handle for deflecting the steering handle and a plurality of sensors assigned to the steering handle for detecting a deflection position of the steering handle, and wherein the steering handle is caused by a command to the motor to rotate through a plurality of angles from an initial position when a plurality of release conditions are met.

[0005] In addition, DE 10 2019 121 522 A1 discloses a method for identifying a wheel misalignment of a vehicle wheel, in which a recursive standard deviation and a recursive mean offset are determined based on several sampled steering wheel angles and used to identify the wheel misalignment.

[0006] Furthermore, DE 10 2007 021 625 A1 discloses a method for initializing a driver's steering angle, wherein a non-multiturn angle sensor is accessed and at least one driving dynamics parameter is also taken into account. If possible, an index signal from a torque sensor installed in the mechanical steering system, which, starting from an absolute driver steering angle of 0°, emits a pulse for each complete rotation, is also taken into account, such that when this pulse occurs, only one of five possible steering angle segments can be applicable.

[0007] Furthermore, DE 101 61 619 A1 discloses a method for determining a misalignment of a steering system on the basis of a steering wheel torque, in which a signal from a steering sensor is compared with a stored value at a specific vehicle speed to determine an error.

[0008] Based on this, the object of the invention is, in particular, to provide a method for calibrating and / or initializing a steering sensor and a vehicle with improved properties with regard to operational reliability and / or functionality. This object is achieved by the features of claims 1, 8, and 9, while advantageous embodiments and further developments of the invention can be found in the subclaims. Disclosure of the invention

[0009] The invention is based on a method, in particular a computer-implemented method, for the, in particular automatic and / or automated, calibration and / or initialization of a steering sensor of a steering system, in particular during operation of the steering system in a vehicle, wherein the steering system comprises a steering handle and a torque sensor assigned to the steering handle. The torque sensor is provided for detecting a torque, in particular acting on the steering handle. The steering sensor is provided for detecting a deflection position of the steering handle. "Provided" is to be understood in particular as specifically programmed, designed and / or equipped. The fact that an object is provided for a specific function is to be understood in particular as meaning that the object fulfills and / or executes this specific function in at least one application and / or operating state.

[0010] It is proposed that a torque parameter be determined by determining, in particular by means of the torque sensor, a torque for each of several different deflection positions of the steering handle, in particular one linked to the corresponding deflection position, and comparing said torque with a reference parameter for, in particular, automatic and / or automated calibration and / or initialization of the steering sensor. The torque parameter therefore comprises several value pairs consisting of the deflection position of the steering handle and the associated torque. The reference parameter could, for example, be another torque parameter equivalent to the torque parameter, which is determined by means of another, for example redundant, torque sensor. Advantageously, however, a pre-applied factory setting for the torque parameter is used as the reference parameter.In this case, the reference parameter can be determined in advance by means of test measurements, for example on a calibrated reference system, and stored in an operating memory of the vehicle. Particularly preferably, the torque parameter and the reference parameter are vectors. Based on the comparison, a difference and / or deviation between the torque parameter and the reference parameter is then determined and used to calibrate and / or initialize the steering sensor. This configuration can increase operational reliability and / or improve functionality. In particular, a particularly precisely calibrated and / or adjusted steering sensor can be provided. Furthermore, flexibility can be increased, and advantageous adaptation to changing operating conditions can be achieved.

[0011] Advantageously, a torque is determined for at least four, preferably at least twenty, and particularly preferably at least thirty, different deflection positions of the steering handle. Furthermore, the deflection positions are preferably distributed evenly across the entire deflection range of the steering handle. If the steering handle is designed as a steering wheel, the entire deflection range is identical to one full rotation of the steering wheel. This allows for particularly simple and / or precise evaluation, as well as calibration and / or initialization of the steering sensor.

[0012] It is further proposed that a Fourier transformation, in particular a discrete Fourier transformation (DFT) or preferably a fast Fourier transformation (FFT), be used to compare the torque parameter and the reference parameter. If the torque parameter corresponds to a sinusoidal signal, the calibration and / or initialization of the steering sensor can be carried out directly based on a result of the Fourier transformation. In this case, a difference and / or deviation between the torque parameter and the reference parameter can advantageously be determined based on a real and an imaginary component, in particular an angular component, of the result of the Fourier transformation and can be used to calibrate and / or initialize the steering sensor. This makes it possible, in particular, to achieve a particularly simple and / or resource-saving evaluation algorithm.

[0013] Furthermore, it is proposed that a cross-correlation be used to compare the torque parameter and the reference parameter. In particular, a cross-correlation between the torque parameter and the reference parameter is calculated. In this context, a difference and / or deviation between the torque parameter and the reference parameter is advantageously determined based on a maximum of the cross-correlation and used to calibrate and / or initialize the steering sensor. Such an evaluation is particularly suitable if the torque parameter deviates from a sinusoidal signal to a certain extent. This makes it possible to achieve a particularly precise evaluation, which advantageously makes it possible to provide a precisely calibrated and / or adjusted steering sensor.

[0014] The steering handle could, for example, be deflected manually and / or by hand to determine the torque parameter. However, it is preferably proposed that the steering system comprise at least one actuator unit operatively connected to the steering handle, in particular an electric and / or electronic actuator unit, and that the steering handle is deflected by controlling the actuator unit to determine the torque parameter. In particular, the steering handle is deflected automatically and / or automatically by controlling the actuator unit, wherein a corresponding torque is determined by means of the torque sensor upon reaching the respective deflection position, and wherein the corresponding value for the torque is stored together with the corresponding deflection position as a value pair. The totality of all value pairs determined in this way, consisting of the deflection position of the steering handle and the associated torque, then forms the torque parameter.Furthermore, in this case, the steering system can be designed as a conventional steering system, in particular as an electric power steering system, and can include a mechanical through-connection. In this case, the actuator unit can be designed as a steering actuator to support a manual torque applied to the steering handle. However, the steering system is preferably designed as a steer-by-wire steering system and comprises, in particular, an operating unit and at least one wheel steering angle adjuster that is mechanically separate from the operating unit and is provided for changing a wheel steering angle of at least one vehicle wheel depending on a steering input. In this case, the actuator unit is preferably part of the operating unit and mechanically coupled to the steering handle. The actuator unit is particularly preferably designed as a feedback actuator for generating a steering resistance and / or a restoring torque on the steering handle.Furthermore, the actuator unit is advantageously designed as an electric three-phase machine, in particular as a synchronous machine and particularly preferably as a permanent-magnet synchronous machine, and is preferably controlled in at least one operating state using a signal from the torque sensor and / or the steering sensor. This allows advantageous automation to be achieved.

[0015] If the torque parameter is determined at a time and / or in a state in which no contact with the steering handle occurs and / or takes place, in particular a so-called hands-off state, the torque parameter can also advantageously be determined precisely and independently of external influences.

[0016] The invention further relates to a control unit with a computing unit for carrying out the method described above. A "computing unit" is to be understood in particular as an electrical and / or electronic unit which has an information input, an information processing unit, and an information output. Advantageously, the computing unit further comprises at least one processor, at least one operating memory, at least one input and / or output means, at least one operating program, at least one control routine, at least one regulating routine, at least one determination routine, at least one calculation routine, and / or at least one calibration routine. In particular, the computing unit is provided for determining the torque parameter.The computing unit is particularly designed to determine a torque for a plurality of different deflection positions of the steering handle and to generate a torque parameter therefrom. Furthermore, the computing unit is particularly designed to compare the torque parameter with a reference parameter for calibrating and / or initializing the steering sensor. Furthermore, the computing unit can be designed to control the actuator unit and thereby automatically and / or automatically deflect the steering handle. Preferably, the computing unit is integrated into a control unit of the vehicle, advantageously a control unit designed as a steering control unit. This makes it possible, in particular, to achieve the advantages already mentioned.

[0017] Furthermore, a vehicle, in particular a motor vehicle, is proposed, comprising a steering system comprising a steering handle, a steering sensor assigned to the steering handle for detecting a deflection position of the steering handle, and a torque sensor assigned to the steering handle for detecting a torque. The steering system also comprises a computing unit configured to determine a torque for a plurality of different deflection positions of the steering handle and to generate a torque parameter therefrom. The computing unit is configured to compare the torque parameter with a reference parameter for calibrating and / or initializing the steering sensor. The steering system may be configured as a conventional steering system, in particular as an electric power steering system, and may comprise a mechanical through-pull.Preferably, however, the steering system is designed as a steer-by-wire steering system and comprises, in particular, an operating unit and at least one wheel steering angle adjuster, mechanically separated from the operating unit, which is provided for changing the wheel steering angle of at least one vehicle wheel depending on a steering input. This makes it possible, in particular, to achieve the advantages already mentioned.

[0018] The method for calibrating and / or initializing the steering sensor, the control unit, and the vehicle are not intended to be limited to the application and embodiment described above. In particular, the method for calibrating and / or initializing the steering sensor, the control unit, and the vehicle may comprise a number of individual elements, components, and units that differs from the number stated herein to fulfill a functionality described herein. Drawings

[0019] Further advantages will become apparent from the following description of the drawings. The drawings illustrate an exemplary embodiment of the invention.

[0020] They show: Fig. 1a-b a vehicle with an exemplary steering system designed as a steer-by-wire steering system in a simplified representation, Fig. 2a-b exemplary diagrams of various signals for calibrating and / or initializing a steering sensor of the steering system and Fig. 3 an exemplary flowchart with main process steps of a method for calibrating and / or initializing the steering sensor. Description of the embodiment

[0021] The Fig. 1a and Fig. 1b shows a simplified representation of a vehicle 14, embodied as a passenger vehicle, with a plurality of vehicle wheels 32 and a steering system 12. The steering system 12 has an operative connection with the vehicle wheels 32 and is provided for influencing a direction of travel of the vehicle 14. Furthermore, the steering system 12 in the present case is embodied as a steer-by-wire steering system, in which a steering command is transmitted electrically to the vehicle wheels 32 in at least one operating state. In principle, however, a steering system could also be embodied as a conventional steering system, in particular as an electric power steering system.

[0022] The steering system 12 has a wheel steering angle adjuster 34, which is known per se. The wheel steering angle adjuster 34 is designed, for example, as a central adjuster. The wheel steering angle adjuster 34 has an operative connection with at least two of the vehicle wheels 32, in particular two front wheels, and is provided to convert the steering command into a steering movement of the vehicle wheels 32. For this purpose, the wheel steering angle adjuster 34 comprises a steering actuating element 36, designed, for example, as a rack, and an actuator unit 38 that interacts with the steering actuating element 36. The actuator unit 38 is designed as a steering actuator, in particular as an electric motor, and is provided for controlling the steerable vehicle wheels 32. In principle, a steering system could of course also comprise several wheel steering angle adjusters, in particular designed as individual wheel adjusters. Furthermore, an actuator unit could comprise several electric motors.In addition, a wheel steering angle adjuster could in principle also be designed as a conventional steering gear and be mechanically connected to a steering handle via a steering shaft.

[0023] In addition, the steering system 12 has an operating unit 40, which can be operated in particular by a driver and / or passenger. The operating unit 40 is designed to be mechanically separate from the wheel steering angle adjuster 34. The operating unit 40 is connected purely electrically to the wheel steering angle adjuster 34. The operating unit 40 comprises a steering handle 16, for example in the form of a steering wheel, and a further actuator unit 26, which is in particular mechanically coupled to the steering handle 16. The further actuator unit 26 is designed as a feedback actuator and is provided at least for generating a steering resistance and / or a restoring torque on the steering handle 16. For this purpose, the further actuator unit 26 comprises at least one electric motor (not shown), designed in particular as a permanently excited synchronous motor.

[0024] In addition, the control unit 40 comprises at least one torsion element 42, in this case in particular a torsion bar, which is designed to rotate depending on a movement of the steering handle 16. Alternatively, a steering handle could also be designed as a joystick, a steering lever and / or a steering ball or the like. Furthermore, a further actuator unit could also comprise several electric motors. It is also conceivable to connect a control unit and a wheel steering angle adjuster to one another by means of a steering shaft, as in a conventional steering system, for example. In this case, a further actuator unit could be dispensed with.

[0025] Furthermore, the steering system 12 comprises at least one torque sensor 18. In this case, the torque sensor 18 is part of the control unit 40 and is arranged in particular in the region of the torsion element 42. The torque sensor 18 is assigned to the steering handle 16. The torque sensor 18 is provided to detect a torque caused by the steering handle 16 and correlated with a rotation of the torsion element 42. In principle, however, a torque sensor could also be designed separately from a control unit, as in a conventional steering system, for example.

[0026] In addition, the steering system 12 comprises at least one steering sensor 10. In this case, the steering sensor 10 is part of the operating unit 40. The steering sensor 10 is assigned to the steering handle 16. The steering sensor 10 is provided to detect a deflection position of the steering handle 16. In the present case, the steering sensor 10 is designed, for example, as a steering angle sensor and is intended to detect a steering angle. In principle, however, a steering sensor could also be designed separately from an operating unit, as in a conventional steering system, for example. It is also conceivable to arrange a steering sensor directly on a steering handle.

[0027] The vehicle 14 also has a control unit 28. In the present case, the control unit 28 is embodied, for example, as a central steering control unit and is therefore part of the steering system 12. The control unit 28 has an electrical connection to the wheel steering angle adjuster 34. The control unit 28 also has an electrical connection to the operating unit 40 and, in particular, the torque sensor 18 and the steering sensor 10. The control unit 28 is provided for controlling the operation of the steering system 12. In the present case, the control unit 28 is provided to control the actuator unit 38 as a function of a signal from the operating unit 40, for example, as a function of a steering input and / or a manual torque. The control unit 28 is further provided to control the further actuator unit 26 as a function of a signal from the wheel steering angle adjuster 34.

[0028] For this purpose, the control unit 28 comprises a computing unit 30. The computing unit 30 comprises at least one processor (not shown), for example in the form of a microprocessor, and at least one operating memory (not shown). In addition, the computing unit 30 comprises at least one operating program stored in the operating memory with at least one control routine, at least one determination routine, at least one calculation routine and at least one calibration routine. In principle, a vehicle could also comprise multiple control units, wherein a first control unit with at least one first computing unit is assigned to an operating unit, while a second control unit with at least one second computing unit is assigned to a wheel steering angle adjuster. In this case, the first control unit and the second control unit could communicate electrically with one another.Furthermore, a control unit could also be different from a steering system and, for example, be designed as a central control unit of a vehicle.

[0029] The sensors used are fundamentally safety-critical components. Therefore, the torque sensor 18 and the steering sensor 10 must be calibrated and / or adjusted with particular precision to avoid errors during driving. The following description focuses on the calibration and / or initialization of the steering sensor 10.

[0030] In order to increase operational reliability and / or improve functionality, a method for calibrating and / or initializing the steering sensor 10 is therefore described below. The method is carried out in particular during operation of the steering system 12 and consequently of the steering sensor 10 in the vehicle 14, preferably when the vehicle 14 is stationary. To carry out the calibration and / or initialization of the steering sensor 10, the vehicle 14 can, for example, comprise a special service operating mode, which can be activated by a driver and / or passengers of the vehicle 14 or by a service employee, for example by means of an on-board computer. The method can generally be executed at regular intervals or depending on the situation, such as at each system start-up or as needed.In the present case, the computing unit 30 is provided, in particular, to carry out the method and, for this purpose, has, in particular, a computer program with corresponding program code means. Alternatively, however, a first computing unit of a first control unit assigned to an operating unit could also be provided to carry out the method. Furthermore, the method could alternatively or additionally also be carried out while the vehicle 14 is in driving mode, for example, during automated driving mode.

[0031] In the present case, a torque parameter 20 is determined for the calibration and / or initialization of the steering sensor 10 by determining a torque for each of several different deflection positions of the steering handle 16 using the torque sensor 18. In this case, a corresponding torque is determined for at least thirty different deflection positions of the steering handle 16, wherein the deflection positions are evenly distributed over the entire deflection range of the steering handle 16, in this case, a full rotation of the steering handle 16 designed as a steering wheel. For this purpose, the steering handle 16 is automatically and / or automatically deflected by controlling the further actuator unit 26, wherein a corresponding torque is determined by the torque sensor 18 upon reaching the respective deflection position.In addition, the corresponding value for the torque is stored together with the corresponding deflection position as a value pair, for example, in the operating memory of the computing unit 30. The torque parameter 20 therefore comprises several value pairs of the deflection position of the steering handle 16 and the associated torque. Advantageously, the torque parameter 20 is present as a vector. Furthermore, the torque parameter 20 is determined at a time and / or in a state in which no contact with the steering handle 16 is occurring, in particular a so-called hands-off state, in order to be able to determine it independently of external influences.

[0032] Subsequently, the torque parameter 20 is compared with a reference parameter 22 for calibrating and / or initializing the steering sensor 10. The reference parameter 22 is advantageously also present as a vector. Based on the comparison, a difference and / or deviation between the torque parameter 20 and the reference parameter 22 is then determined and used for calibrating and / or initializing the steering sensor 10. In this case, the reference parameter 22 is an applied factory setting for the torque parameter 20, which can be determined in advance using test measurements and stored, for example, in the operating memory of the computing unit 30.

[0033] Furthermore, a Fourier transformation, in this case in particular a fast Fourier transformation (FFT), is used to compare the torque parameter 20 and the reference parameter 22. If the torque parameter 20 corresponds to a nearly perfect sinusoidal signal, the calibration and / or initialization of the steering sensor 10 can be carried out directly based on a result of the Fourier transformation. In this case, a difference and / or deviation between the torque parameter 20 and the reference parameter 22 can be determined based on a real and an imaginary component, in particular an angular component, of the result of the Fourier transformation and can be used to calibrate and / or initialize the steering sensor 10. Normally, however, the torque parameter 20 deviates more or less significantly from a corresponding sinusoidal signal, for example due to system-inherent deviations or corresponding tolerances.In this case, a different evaluation is recommended. A cross-correlation 24 is used to compare the torque parameter 20 and the reference parameter 22. For this purpose, a cross-correlation 24 is calculated between the torque parameter 20 and the reference parameter 22, and a difference and / or deviation between the torque parameter 20 and the reference parameter 22 is determined based on a maximum of the cross-correlation 24. The difference and / or deviation thus determined can then be used to calibrate and / or initialize the steering sensor 10. The cyclically repeating nature of the torque parameter 20 across the entire deflection range of the steering handle 16 allows the calculation of the cross-correlation using the fast Fourier transform (FFT) and the inverse function of the fast Fourier transform (IFFT).For the cross-correlation 24, the following applies with the cross-correlation function k:. k=IFFT(reference characteristic)⋅FFT(torque characteristic) The Fig. 2a and Fig. 2b show exemplary diagrams of various signals for calibrating and / or initializing the steering sensor 10.

[0034] In Fig. In Figure 2a, a torque in [Nm] is plotted on an ordinate axis 44. A deflection of the steering handle 16, in this case particularly in the form of a steering angle, is shown in [°] on an abscissa axis 46. Fig. 2a shows in particular the entire deflection range of the steering handle 16. A curve 48 shows a curve of the torque parameter 20. A curve 50 shows a curve of the reference parameter 22 corresponding to the torque parameter 20.

[0035] Based on the curve of the torque parameter 20, it can be seen that the torque determined by the torque sensor 18 fluctuates depending on the deflection positions of the steering handle 16. For this reason, the torque is determined for a large number of different deflection positions of the steering handle 16. Furthermore, the deflection positions are selected such that they are evenly distributed over the entire deflection range of the steering handle 16. Furthermore, the curve of the torque parameter 20 and the reference parameter 22 deviates relatively strongly from a sinusoidal signal in the illustrated case, so that a cross-correlation 24 is used to compare the torque parameter 20 and the reference parameter 22 in this case.

[0036] In Fig. In Figure 2b, an ordinate axis 52 is designed as the magnitude axis, while an abscissa axis 54 again represents a deflection of the steering handle 16, in this case in particular in the form of a steering angle, in [°]. In this case, a curve 56 shows the cross-correlation 24 calculated from the torque parameter 20 and the reference parameter 22.

[0037] Based on the illustrated cross-correlation 24, and in particular based on a maximum of the cross-correlation 24, a difference and / or deviation between the torque parameter 20 and the reference parameter 22 can be easily determined. The difference and / or deviation thus determined can then be used to calibrate and / or initialize the steering sensor 10.

[0038] Fig. 3 finally shows an exemplary flow chart with main process steps of the method for calibrating and / or initializing the steering sensor 10.

[0039] A method step 60 corresponds to a determination step in which the torque parameter 20 is determined. First, a service operating mode is activated, and then, to determine the torque parameter 20, a torque is determined for several different deflection positions of the steering handle 16 using the torque sensor 18. For this purpose, the steering handle 16 is deflected, advantageously by controlling the further actuator unit 26, and upon reaching the respective deflection position, a corresponding torque is determined using the torque sensor 18. Furthermore, the corresponding value for the torque is stored together with the corresponding deflection position as a value pair, for example, in the operating memory of the computing unit 30.

[0040] A method step 62 corresponds to a comparison step in which the previously determined torque parameter 20 is compared with a reference parameter 22 for calibrating and / or initializing the steering sensor 10. A Fourier transformation, in this case in particular a fast Fourier transformation (FFT), is used to compare the torque parameter 20 and the reference parameter 22. Preferably, a cross-correlation 24 between the torque parameter 20 and the reference parameter 22 is also calculated, and a difference and / or deviation between the torque parameter 20 and the reference parameter 22 is determined based on a maximum of the cross-correlation 24.

[0041] A method step 64 corresponds to a calibration and / or initialization step in which the steering sensor 10 is calibrated and / or initialized. The difference and / or the deviation previously determined, for example, using the fast Fourier transform (FFT) and / or the cross-correlation 24, is used to calibrate and / or initialize the steering sensor 10.

[0042] The example flow chart in Fig.3 is intended to describe, merely by way of example, a method for calibrating and / or initializing the steering sensor 10. In particular, individual method steps may vary, or additional method steps may be added. In this context, it is conceivable, for example, to apply the method correspondingly to a conventional steering system, in particular an electric power steering system, wherein in this case, a steering actuator is used as the actuator unit to support a manual torque applied to a steering handle.

Claims

[1] Method for calibrating and / or initializing a steering sensor (10) of a steering system (12), in particular during operation of the steering system (12) in a vehicle (14), wherein the steering system (12) comprises a steering handle (16) and a torque sensor (18) associated with the steering handle (16), wherein the steering sensor (10) is provided for detecting a deflection position of the steering handle (16), characterized by that a torque characteristic (20) is determined by determining a torque for a plurality of different deflection positions of the steering handle (16) and comparing it with a reference characteristic (22) for the calibration and / or initialization of the steering sensor (10). [2] Method according to claim 1, characterized bythat a torque is determined for at least four different deflection positions of the steering handle (16), wherein the deflection positions are evenly distributed over an entire deflection range of the steering handle (16). [3] Method according to claim 1 or 2, characterized by that a Fourier transformation, in particular a fast Fourier transformation, is used to compare the torque parameter (20) and the reference parameter (22). [4] Method according to one of the preceding claims, characterized by that a cross-correlation (24) is used to compare the torque parameter (20) and the reference parameter (22). [5] Method according to claim 4, characterized by that a difference and / or a deviation between the torque parameter (20) and the reference parameter (22) is determined on the basis of a maximum of the cross-correlation (24) and is used to calibrate and / or initialize the steering sensor (10). [6] Method according to one of the preceding claims, characterized by that the steering system (12) comprises at least one actuator unit (26) operatively connected to the steering handle (16), and the steering handle (16) is deflected by controlling the actuator unit (26) to determine the torque characteristic (20). [7] Method according to claim 6, characterized by that the torque characteristic (20) is determined at a time and / or in a state in which no contact with the steering handle (16) occurs and / or takes place, in particular a so-called hands-off state. [8] Control device (28) with a computing unit (30) for carrying out a method according to one of the preceding claims. [9] Vehicle (14), in particular a motor vehicle, with a steering system (12) which comprises a steering handle (16), a steering sensor (10) assigned to the steering handle (16) for detecting a deflection position of the steering handle (16) and a torque sensor (18) assigned to the steering handle (16) for detecting a torque, characterized by a computing unit (30) which is provided to determine a torque for a plurality of different deflection positions of the steering handle (16) and to generate a torque characteristic (20) therefrom, and wherein the computing unit (30) is provided to compare the torque characteristic (20) with a reference characteristic (22) for the calibration and / or initialization of the steering sensor (10). [10] Vehicle (14) according to claim 9, characterized by that the steering system (12) is a steer-by-wire steering system. [11] Vehicle (14) according to one of claims 9 or 10, characterized bythat the computing unit (30) is provided for carrying out a method according to one of claims 1 to 7.

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