Alternative steering device for a motor vehicle and procedures

Abstract

The invention relates to a steering device (10) for a motor vehicle, with two separately designed control elements (12, 14), as well as a separate drive unit for each control element (12, 14), with four separately designed sensor elements (16, 18, 34, 36), by means of which an operation of the respective control element (12, 14) by a vehicle occupant can be detected, and with a drive device (20), by means of which at least one vehicle wheel of the motor vehicle can be pivoted about a wheel pivot axis to effect cornering and / or changes of direction of the motor vehicle.

Description

[0001] The invention relates to a steering device for a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a method for operating such a steering device.

[0002] WO 2011 / 032 586 A1 discloses a method for controlling an operating system for controlling at least one control system for guiding a vehicle or machine by means of an operating device, preferably for controlling a steering system, with at least one actuator servomotor, wherein each actuator servomotor has at least one position encoder and is controlled by an associated servo control unit, and with at least one operating device, wherein each operating device has at least one control element and is designed to detect at least one force applied to each control element and its direction or at least one quantity correlated with the force and its direction.

[0003] Furthermore, a method for the secure, highly available transmission of messages, especially in a steer-by-wire steering system of a vehicle, is known from DE 10 2022 206 796 A1.

[0004] The object of the present invention is to provide a steering device for a motor vehicle and a method for operating such a steering device, in such a way as to significantly increase the safety of the motor vehicle.

[0005] This problem is solved according to the invention by a steering device for a motor vehicle with the features of claim 1 and by a method for operating a steering device with the features of claim 6. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] A first aspect of the invention relates to a steering device for a motor vehicle, which is, for example, a passenger car. Preferably, the motor vehicle, particularly in its fully manufactured state, has the steering device.

[0007] The steering device has at least two separate control elements, which are arranged, for example, spaced apart from one another, particularly in the interior of the vehicle. The control elements can be operated by a vehicle occupant. Furthermore, the steering device has at least two separate sensor elements, by means of which each, in particular, each operation of the respective control element can be detected or is detected by the vehicle occupant. The operation of the respective control element can be understood as user input by the vehicle occupant, in particular manual input. The respective operation of the respective control element can also be referred to as the respective operation of the respective control element. The detection of the respective operation can be understood, in particular, as determining or detecting the respective operation of the respective control element.The operation of each control element preferably characterizes at least one steering angle request of the vehicle occupant, in particular referred to as a steering request. Thus, for example, the respective steering angle request of the vehicle occupant can be detected by means of the respective control element. The steering angle request can also simply be referred to as the steering angle. A steering request can be specified at each control element. By superimposing control element signals detected by the respective control element, a wheel angle of a vehicle wheel can be set. Force and / or displacement control can be used as control parameters. Both control elements can be used together to determine a driver request.This means that a steering angle request, in particular a common one, can be determined, in particular calculated, from a first signal detected by means of a first of the control elements and from a second signal detected by means of the second of the control elements.

[0008] Furthermore, the steering device comprises at least one drive unit, in particular an electric one, by means of which at least one wheel of the vehicle can be pivoted or is pivoted about a wheel pivot axis to effect cornering and / or changes of direction. This means that, by means of the drive unit, the at least one wheel of the vehicle can be pivoted or is pivoted about the wheel pivot axis, in particular depending on the respective operation detected by the respective control element, in order to effect cornering and / or changes of direction. The operation can be detected by either control element, and their signals can be combined.To cause the vehicle wheel to pivot, the drive unit is, for example, at least indirectly or directly, and in particular mechanically, coupled to or connected to the vehicle wheel. In particular, the motor vehicle has at least one vehicle wheel. The term "vehicle wheel" can be understood to mean, in particular, a ground contact element of the motor vehicle. The act of turning and / or changing direction can be understood to mean, in particular, steering the motor vehicle. Naturally, the motor vehicle can have several such vehicle wheels, for example, at least two. The steering device is designed, in particular, as a steer-by-wire steering system, which is why the steering device can also be referred to as a steer-by-wire steering system.

[0009] To significantly enhance the safety of the motor vehicle, and in particular the reliability of the steering system, the steering system is designed as explained below. According to the invention, the steering system comprises a first electronic computing unit that can be coupled to, or is coupled with, the first sensor element, particularly for information transmission, and a first information transmission path. In other words, the first sensor element can be connected to, or is connected with, the first electronic computing unit for information transmission. "Information transmission" can be understood to mean, in particular, data transmission.Furthermore, it is provided that, via the first information transmission path, the drive device for pivoting the at least one vehicle wheel can be controlled or is controlled by the electronic computing device, depending on the operation detected by the first sensor element, which can be referred to as the first operation. In other words, the first electronic computing device and the drive device can be coupled or connected to each other via the first information transmission path, in particular by means of information transmission, i.e., they can be connected or linked, whereby, by means of the electronic computing device, at least one control signal, which can be referred to as the first control signal, can be transmitted or is transmitted to the drive device for pivoting the at least one vehicle wheel, depending on the operation of the first control element detected by the sensor element.In particular, the first control signal can be used to pivot at least one vehicle wheel, or the first control signal causes the pivoting of at least one vehicle wheel about the wheel pivot axis. Furthermore, the steering device has a second electronic computing unit, which can be coupled, in particular directly, to the second sensor element, especially for information transmission, and which is designed separately from the first electronic computing unit, and a second information transmission path that is different from, in particular designed separately from, the first information transmission path. In other words, the second sensor element and the electronic computing unit can be connected to each other for information transmission.It is provided that, via the second information transmission path, the drive unit for pivoting at least one vehicle wheel can be controlled or is controlled by the second electronic computing unit, depending on the operation detected by the second sensor element, which can be referred to as the second operation. In other words, the second electronic computing unit and the drive unit can be coupled or are coupled to each other via the second information transmission path, in particular by means of information transmission, whereby, by means of the electronic computing unit, at least one control signal, which can be referred to as the second control signal, can be transmitted or is transmitted to the drive unit for pivoting at least one vehicle wheel, depending on the operation of the second control element detected by the second sensor element.

[0010] Furthermore, the steering device has a third sensor element that can be coupled to or is coupled with the second electronic computing unit, by means of which the operation of the first control element can be detected or is detected, whereby the drive device for pivoting at least one vehicle wheel can be controlled or is controlled by means of the second electronic computing unit depending on the operation of the first control element detected by means of the third sensor element.Furthermore, the steering device has a fourth sensor element that can be coupled to, or is coupled with, the first electronic computing unit. This fourth sensor element detects the operation of the second control element, thereby enabling the first electronic computing unit to control, or control, the drive unit for pivoting at least one vehicle wheel, depending on the operation of the second control element detected by the fourth sensor element. Each control element thus has two sensor elements. This means, for example, that the first control element has the first and third sensor elements, and the second control element has the second and fourth sensor elements. The sensor elements can transmit information to both electronic computing units.For example, the first and fourth sensor elements can transmit information to the first electronic processing unit, and the second and third sensor elements can transmit information to the second electronic processing unit. The two sensor elements assigned to the same control element—that is, in particular the first and third sensor elements as well as the second and fourth sensor elements—can be powered via two different electrical systems, thus creating redundancy.

[0011] The invention is based in particular on the following findings and considerations: When using two steering elements in the form of the aforementioned control elements, for example joysticks or similar, in conjunction with steer-by-wire, the steering device according to the invention can ensure fail-safe operation of the control elements, also referred to as steering devices, thereby guaranteeing the continued steering capability of the vehicle, for example, in the event of, and especially all, independent double faults. For this purpose, redundant sensor technology, in particular in the form of the two sensor elements, is provided for each steering device. The respective sensor technology, or the information or data acquired by the respective sensor element, can each be read by a separate independent unit in the form of the respective electronic computing device.This allows for continuous steering control by measuring the desired steering angle at each control unit using available sensors and translating it into a wheel steering angle. This ensures particularly safe steering via both controls. For example, one-handed or two-handed operation of each control unit is possible. Operating the control unit with both hands provides a secure driving feel, especially in dynamic driving situations. Furthermore, two-handed operation can be particularly comfortable. Reliability can be significantly increased by using separate information transmission paths. Among other things, reliable residual damping ensures controllability even if the drive unit loses active motor torque.Overall, it is evident that a safety concept for steer-by-wire systems with two alternative steering elements in the form of controls can be developed, for example, as a replacement for a conventional steering wheel. This means that an alternative steering device can be created that significantly enhances vehicle safety. For instance, existing redundancy concepts from a conventional steer-by-wire system with a single steering wheel (i.e., a single control element) can be transferred to new steering concepts with two, for example, electronically linked, control elements, thereby realizing further advantages and design possibilities for the steering system. Furthermore, the steering system can enable an interior design that frees up considerable space in the vehicle's interior, for example, for new features.Alternatively or additionally, significantly more legroom can be provided. For example, a particularly ergonomic arm position, hand position and / or seating position for the vehicle occupant can be enabled.

[0012] A second aspect of the invention relates to a method for operating a steering device according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0013] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0014] This shows: Fig. 1 a schematic representation of a steering device according to the invention; and Fig. 2 a schematic representation of a steering device according to the invention in an embodiment with further features.

[0015] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0016] Fig. Figure 1 shows a schematic representation of a steering device 10 for a motor vehicle. As in Fig. As shown in Figure 1, the steering device 10 has two separately designed control elements 12, 14, which can be understood to be steering elements in particular. Each control element 12, 14 can be referred to as an "alternative steering device." The control elements 12, 14 are arranged, for example, in the interior of the vehicle. The interior can be understood to be, in particular, a passenger compartment or passenger cell. For example, one of the control elements 12, 14 is arranged in a center console. The other of the control elements 12, 14 is arranged, for example, on or in a side door, which is located, in particular, on the driver's side of the vehicle. The side door can therefore be referred to as the driver's door. By arranging the control elements 12, 14 in the center console and in the driver's door, each control element 12, 14 can be operated with one hand.Alternatively, the controls 12, 14 are arranged, for example, in armrests on a vehicle seat. The steering device 10 thus has two controls 12, 14 for an increased sense of security while steering. The respective control 12, 14 is designed, for example, for one-handed or two-handed operation; however, the respective control 12, 14 particularly allows for predictable use, such as one-handed operation.

[0017] Furthermore, the steering device 10 has two separately designed sensor elements 16, 18, which can also simply be referred to as sensors. A first sensor element 16 is assigned to the first control element 12. The second sensor element 18 is assigned to the second control element 14. Each sensor element 16, 18 can detect the operation of the respective control element 12, 14 by a vehicle occupant, that is, steering effected or to be effected by the vehicle occupant by means of the respective control element 12, 14. A common steering angle request can be determined, in particular calculated, from the respective signals detected by the respective control elements 12, 14. Operation of the respective control element 12, 14 can be understood in particular as actuating the respective control element 12, 14, whereby this actuating is to be or is to be carried out by the vehicle occupant.

[0018] The steering device 10 further comprises at least one drive unit 20, which is designed separately from the operating elements 12, 14 and separately from the sensor elements 16, 18, and which may be, for example, electrical or, in particular, electromechanical. This drive unit enables at least one wheel of the vehicle to pivot about a wheel pivot axis in order to effect cornering and / or changes of direction. The drive unit comprises, for example, at least one transmission, which is designed, in particular, as a steering transmission. The drive unit 20 is, for example, designed as a Steering Rack Unit (SRU), which can be understood to be, in particular, a steering transmission. The drive unit 20 thus comprises, for example, at least one motor 21, which is, for example, designed as an electric motor.

[0019] To significantly enhance the safety of the motor vehicle, and in particular the reliability of the steering device 10, the steering device 10 comprises two separately designed electronic computing units 22, 24 and two distinct, and in particular separately designed, information transmission paths 26, 28. A first of the electronic computing units 22 can be coupled, for example, directly, and in particular by transmitting information, to a first of the sensor elements 16. The second electronic computing unit 24 can be coupled, for example, directly, and in particular by transmitting information, to the second of the sensor elements 18.It is provided that, particularly with regard to the first and second information transmission paths 26 and 28 exclusively, the drive unit 20 for pivoting at least one vehicle wheel can be controlled or is controlled via the first information transmission path 26 by means of the first electronic computing unit 22, depending on the operation of the first control element 12 detected by the first sensor element 16. Furthermore, it is provided that, particularly with regard to the first and second information transmission paths 26 and 28 exclusively, the drive unit 20 for pivoting at least one vehicle wheel can be controlled or is controlled via the second information transmission path 28 by means of the second electronic computing unit 24, depending on the operation of the second control element 14 detected by means of the second sensor element 18.

[0020] The steering device 10 comprises at least one third sensor element 34, which can be coupled, for example directly, to the second electronic computing unit 24, in particular for information transmission. The third sensor element 34 is specifically associated with the first control element 12. It is provided that the operation of the first control element 12 can be detected or is detected by means of the third sensor element 34, whereby the drive unit 20 for pivoting the at least one vehicle wheel can be controlled or is controlled by means of the second electronic computing unit 24, depending on the operation of the first control element 12 detected by means of the third sensor element 34.This allows, for example, if a complete channel of the vehicle electrical system fails, particularly due to a failure of a primary electrical system channel, and this channel comprises, for example, the control element 12, the first sensor element 16, and the first electronic processing unit 22, the third sensor element 34 of the steering device 10 can be used for the second electronic processing unit 24. This means that at least one piece of information acquired by the third sensor element 34, which in particular characterizes the operation of the first control element 12, can be transmitted to the second electronic processing unit 24 and made available there. A redundant steering angle sensor in the form of the respective sensor element 34, 36 can thus be connected to the steering rack unit of the other channel, thereby ensuring availability even in the event of a failure of a vehicle electrical system channel.The third sensor element 34 is supplied with power, for example, via SENT (Single Edge Level Transmission), for instance from a secondary vehicle electrical system to supply the second electronic computing unit 24. The second electronic computing unit 24 and the third sensor element 34 can be coupled to each other, for example, directly, via SENT. The second information transmission path 28 can be used to transmit information from the third sensor element 34 to the fourth electronic computing unit 32, in particular for synchronizing a second drive element 40 with the first control element 12.

[0021] The steering device 10 in this case has a fourth sensor element 36, which can be coupled, in particular directly, to the first electronic computing unit 22, especially for information transmission. The fourth sensor element 36 is designed separately from the first, second, and third sensor elements 16, 18, 34. In particular, the fourth sensor element 36 is assigned to the second control element 14. It is provided that the operation of the second control element 14 can be detected or is detected by means of the fourth sensor element 36, whereby the drive device 20 for pivoting the at least one vehicle wheel can be controlled or is controlled by means of the first electronic computing unit 22 depending on the operation of the second control element 14 detected by means of the fourth sensor element 36.The first electronic computing unit 22 and the fourth sensor element 36 can be coupled to each other, for example, directly via SENT. This enables particularly reliable operation of the control elements 12 and 14, especially if a respective on-board network channel fails. The first information transmission path 26 can be used to transmit information from the fourth sensor element 36 to the third electronic computing unit 30, in particular for synchronizing a first drive element 38 with the second control element 14.

[0022] The SRU can therefore receive information, particularly continuously, from sensors connected to both control elements 12 and 14, specifically either via sensor elements 16 and 36 or via sensor elements 18 and 34. From the combined data from both sensors, a steering angle request can be calculated and executed by the SRU, in particular by pivoting the vehicle wheels. To determine the driver's request, input from both control elements 12 and 14 can be considered, in particular by combining the detected signals to form a control request.

[0023] Alternatively, a first combined signal can be determined, and in particular calculated, using the signals acquired by the first and third sensor elements 16, 34, in particular by means of the first control element 12. Furthermore, a second combined signal can be determined, and in particular calculated, using the signals acquired by the second and fourth sensor elements 18, 36, in particular by means of the second control element 14. Subsequently, the desired steering angle can be determined, and in particular calculated, from the combined signals. The information characterizing the respective operation of the respective control element 12, 14 can thus be combined at the SRU or at the control elements 12, 14.

[0024] If only one of the controls 12, 14 is operated by the driver, the other of the controls 12, 14 preferably rotates with it.

[0025] The two electronic computing units 22, 24, as well as the different information transmission paths 26, 28, and in particular the different sensor elements 16, 18, 34, 36, enable redundancy, i.e., redundant steering or redundant operation of the vehicle's steering system. This allows, for example, a particularly reliable function of the control elements 12, 14 to be achieved through redundant sensors.

[0026] The respective electronic computing device 22, 24 is, for example, designed as a respective microcontroller. The respective information transmission path 26, 28 can be understood in particular as a respective data transmission channel, which is, for example, designed as a CAN bus, and can in particular be referred to as a "Private CAN".

[0027] For example, the first electronic computing device 22 can be coupled or connected to the first sensor element 16 via the first information transmission path 26 through a third electronic computing device 30, particularly for information transmission. It is provided, for example, that the operation of the first control element 12, i.e., for example, the steering angle, can be determined or calculated by means of the third electronic computing device 30, depending on at least one signal detected by the first sensor element 16, which characterizes the operation of the first control element 12. The third electronic computing device 30 is, for example, designed as a microcontroller. For example, the third electronic computing device 30 is designed separately from the first and the second electronic computing devices 22, 24.

[0028] For example, the second electronic computing unit 24 can be coupled or connected to the second sensor element 18 via the second information transmission path 28 through a fourth electronic computing unit 32, particularly for information transmission. It is provided, for example, that at least one signal detected by the second sensor element 18, which characterizes the operation of the second control element 14, i.e., for example, the steering angle, can be determined or is determined by means of the fourth electronic computing unit 32, in particular, that it can be calculated or is calculated. The fourth electronic computing unit 32 is, for example, designed as a microcontroller. For example, the fourth electronic computing unit 32 is designed separately from the first, the second, and the third electronic computing units 22, 24, 30.

[0029] For example, the drive unit 20 is redundantly designed, such that the drive unit 20 has, for example, at least two motors 21, which are designed separately from one another and are, for example, electric motors. The pivoting of the at least one vehicle wheel about the wheel pivot axis can be effected or is effected by means of the respective motor 21. For example, a first and / or the second of the motors 21 can be controlled by means of the first electronic computing unit 22. For example, the first and / or the second motor 21 can be controlled by means of the second electronic computing unit 24.

[0030] For example, in the event of an initial fault in the respective control element 12, 14, it remains safely usable, at least for a transitional period. In particular, a safe residual damping of the steering by means of the steering device 10 can be achieved, for example, to ensure controllability of operation or use by the vehicle occupant; that is, it can be guaranteed or ensured. This means that the safe function of the control elements 12, 14 can be achieved through redundant sensors and residual damping, for example, in the event of an engine failure.

[0031] The coupling of the third sensor element 34 with the second electronic computing unit 24 and / or with the fourth electronic computing unit 32 can be understood in particular as coupling via a third information transmission path, which is, for example, designed as a CAN bus, and can, for example, be referred to as Private CAN. The coupling of the fourth sensor element 36 with the first electronic computing unit 22 and / or the third electronic computing unit 30 can, in particular, be understood as coupling via a fourth information transmission path, which is, for example, designed as a CAN bus, and can be referred to as Private CAN.

[0032] For example, the steering device 10 has the first drive element 38, by means of which the first control element 12 can be driven or is driven, in particular for resetting the first control element 12. For example, the steering device 10 has the second drive element 40, which is designed separately from the first drive element 38, by means of which the second control element 14 can be driven, in particular for resetting the second control element 14. Thus, for each control element 12, 14, for example, a respective drive unit in the form of the respective drive element 38, 40, that is, a separate drive unit for each control element 12, 14, is provided. The respective drive element 38, 40 is designed, for example, as a respective motor.If the first electronic computing unit 22, the third electronic computing unit 30, and / or the first drive element 38 fails, active motor control of the drive element 38 is no longer possible, but preferably, reliable residual damping, for example, mechanical and / or electrical, is still provided. For example, a return, particularly an additional return, of the first control element 12 by spring force is provided. If the second electronic computing unit 24, the fourth electronic computing unit 32, and / or the second drive element 40 fails, active motor control of the second drive element 40 is no longer possible, but preferably, reliable residual damping is still provided, for example, mechanical and / or electrical. Furthermore, a return, particularly an additional return, of the second control element 14 is provided, for example, by spring force.

[0033] If the vehicle occupant uses the first control element 12, especially if it is active, the second control element 14 is synchronized, and vice versa. If the vehicle occupant uses only the first control element 12, the second control element 14 is adjusted accordingly, and vice versa.

[0034] Preferably, the first and second electronic computing units 22, 24 are, in particular, sufficiently electrically isolated from each other, for example, by galvanic isolation or high-impedance isolation, whereby the electronic computing units 22, 24 have, in particular, different power supplies. The first electronic computing unit 22 and / or the third electronic computing unit 30 is supplied, for example, via a first vehicle electrical system 42. The second electronic computing unit 24 and / or the fourth electronic computing unit 32 is supplied, for example, via a second vehicle electrical system 44 that is different from, and in particular designed separately from, the first vehicle electrical system 42.

[0035] For example, the first and second electronic computing devices 22, 24, in particular for information transmission, can be coupled or connected to each other, which can be referred to as “Interlane Communication 45”. For example, the third and fourth electronic computing devices 30, 32, in particular for information transmission, can be coupled or connected to each other, for example via a further information transmission path 45a.

[0036] The respective control element 12, 14 is designed, for example, as a joystick 46, 48 or as the respective joystick 46, 48.

[0037] The steering device 10, for example, enables safe operation without mechanical coupling by adopting a steer-by-wire safety concept for the steering rack unit's steering gear. Steering safety can be significantly enhanced by the availability of a dual-channel architecture, internal plausibility checks per channel (correctness), and / or "island operation" in the event of external communication failure (49a, 49b). External communication (49a, 49b) is achieved, for example, via FlexRay and / or CAN. Redundant external communication (49a, 49b) significantly increases infrastructure safety. Furthermore, a particularly secure infrastructure can be created through a highly reliable power supply via independent on-board networks (42, 44) (no "common cause").

[0038] In Fig. Figure 2 shows the steering device 10 in a schematic representation according to an embodiment with further features. The in Fig. The embodiment shown in 2 corresponds, for example, to the one in Fig. The embodiment shown in 1 is supplemented by safety measures at the vehicle level. Fig.In the embodiment shown in Figure 2, it is provided that the steering device 10 enables or facilitates cornering and / or changes of direction of the motor vehicle by means of at least one rear-axle steering system 50 and / or by wheel-selective braking 52. This allows for an additional safety measure at the vehicle level, which enables residual steering capability of the motor vehicle by utilizing the rear-axle steering system 50 and the wheel-selective braking system 52 in the event of a failure of the drive unit 20. In other words, a safety mechanism can be implemented that ensures steering capability if the actual steering system fails. Thus, a so-called "Emergency Steering (EMS)" can be achieved, in which, for example, in the event of a double failure of the steering rack unit, residual steering capability of the motor vehicle can be ensured by means of rear-axle steering and / or wheel-selective braking.The rear axle steering 50 can be referred to as "rear axle steering" (RAS). Wheel-selective braking can be performed, for example, by means of a primary brake 54 and / or a secondary brake 56. The primary brake 54 can be referred to as a "primary brake unit" (PBU), and the secondary brake 56 can be referred to as a "secondary brake unit" (SBU). The primary brake 54 is assigned, for example, to the first electrical system 42. The secondary brake 56 is assigned, for example, to the second electrical system 44. The steering device 10 is thus configured, for example, for EMS coordination 58 and EMS steering 60. The EMS coordination can be implemented redundantly on the second control element 14. For wheel-selective braking 52, for example, an optimized axle kinematics of the vehicle is provided. A prerequisite for residual steering capability is, for example, damping of the Steering Rack Unit, which can also be referred to as SRU damping.The availability of attenuation can be ensured, for example, by independent hardware.

[0039] Preferably, the motor vehicle has a drive unit 62, which can be referred to as a "Central Driving and Charging Controller (CDCC)". The motor vehicle can be driven by means of the drive unit 62. For example, at least one drive torque can be generated or effected by means of the drive unit 62 to enable a lane change of the motor vehicle by compensating for an unintentionally high deceleration resulting from the wheel-selective braking 52. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2022 206 796 A1

[0003]

Claims

[1] Steering device (10) for a motor vehicle, comprising two separately designed control elements (12, 14), comprising two separately designed sensor elements (16, 18) by means of which an operation of the respective control element (12, 14) can be detected by a vehicle occupant, and comprising a drive device (20) by means of which at least one vehicle wheel of the motor vehicle can be pivoted about a wheel pivot axis to effect cornering and / or changes of direction of the motor vehicle, characterized by • a first electronic computing device (22) that can be coupled to or is coupled to a first of the sensor elements (16) and a first information transmission path (26) via which the drive device (20) for pivoting the at least one vehicle wheel can be controlled by means of the first electronic computing device (22) depending on the operation detected by means of the first sensor element (16), and • a second electronic computing device (24) that can be coupled to or is coupled to the second of the sensor elements (18) and is designed separately from the first electronic computing device (22), and a second information transmission path (28) that is different from the first information transmission path (26), via which the drive device (20) for pivoting the at least one vehicle wheel can be controlled by means of the second electronic computing device (24) depending on the operation detected by means of the second sensor element (18); and • a third sensor element (34) that can be coupled to or is coupled to the second electronic computing unit (24), by means of which the operation of the first control element (12) can be detected, whereby the drive device (20) for pivoting the at least one vehicle wheel can be controlled by means of the second electronic computing unit (24) depending on the operation of the first control element (12) detected by means of the third sensor element (34), and • a fourth sensor element (36) that can be coupled or connected to the first electronic computing device (22), by means of which the operation of the second control element (14) can be detected, whereby the drive device (20) for pivoting the at least one vehicle wheel can be controlled by means of the first electronic computing device (22) depending on the operation of the second control element (14) detected by means of the fourth sensor element (36). [2] Steering device (10) according to claim 1, characterized by , that residual damping of the steering of the motor vehicle can be effected by means of the steering device (10). [3] Steering device (10) according to any of the preceding claims, characterized by , that the first and the second electronic computing device (22, 24) are electrically isolated from each other. [4] Steering device (10) according to any of the preceding claims, characterized by , that the respective control element (12, 14) is designed as a joystick (46, 48). [5] Method for operating a steering device (10) according to any of the preceding claims.

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