Steer-by-wire steering system with a sensor array for determining the position of a steering rod

Abstract

The invention relates to a sensor arrangement (6) for determining the position of a steering rod (2) of a steering assembly (1), in particular a steer-by-wire steering assembly, for a vehicle, comprising: a target device (15) for axially displaceable arrangement on a housing (3) of the steering rod (2), wherein the target device (15) comprises a sensor target (19) and a support element (18); a linear displacement sensor (16) for stationary arrangement on the housing (3) of the steering rod (2), wherein the linear displacement sensor (16) is configured to detect a position of the sensor target (19); and a transmission device (17) for arrangement between the target device (15) and the steering rod (2) and for providing a predetermined transmission ratio (i) from an axial travel distance (s15) of the target device (15) to an axial travel distance (s2) of the steering rod (2). The invention further relates to a steering assembly (1) with such a sensor arrangement (6).

Description

[0001] The present invention relates to a steer-by-wire steering system for a vehicle. The invention further relates to the use of a linear displacement sensor in such a sensor arrangement. State of the art

[0002] Sensor arrays and position sensors are well-known. They can be used, for example, to measure the steering angle of a vehicle's rear-axle steering system or steer-by-wire steering system.

[0003] Inductive linear positioning sensors (LPS) can be used to measure the steering angle in rear-axle steering systems. These sensors are based on the inductive principle. Typically, transmitting coils induce a measurement signal in receiving coils. A portion of the emitted field is shielded or reflected by eddy currents in a moving, electrically conductive object, so that the resulting induced voltage provides information about the object's position. Typical accuracies are, for example, around 1% of the travel distance, also known as the stroke. As the sensor length increases, the measurement accuracy decreases because the coils must be stretched to increase the overall measuring range.

[0004] DE 10 2018 130 228 B3 describes an actuator for a vehicle comprising a push rod that is longitudinally displaceable within a housing. The push rod has an anti-rotation device with a guide element that is guided axially in a one- or multi-part slide rail arranged on the housing, with an elastomer ring arranged between the slide rail and the housing. The actuator is designed to adjust the steering angle of vehicle wheels on a rear axle of the vehicle by axially displacing the push rod relative to the housing. DE 10 2018 130 228 B3 describes a sensor device for this purpose, comprising at least one sensor element and a measuring object. The measuring object is arranged on the guide element and is effectively connected to the at least one sensor element, which is attached to the housing at least indirectly.The at least one sensor element can be fixed to the housing, with the object being integrated as a sensor counterpart in the guide element and interacting with the at least one sensor element.

[0005] DE 10 2021 132 396 A1 describes a sensor arrangement for a vehicle steering system, comprising a first position sensor with a first coil arrangement, a second position sensor with a second coil arrangement, and a third position sensor with a third coil arrangement, wherein the second and third position sensors are configured to measure within a sub-area of ​​the measuring range of the first position sensor. Thus, DE 10 2021 132 396 A1 describes a sensor arrangement that achieves a degree of redundancy by providing multiple position sensors, thereby enabling higher measurement accuracy for the same travel distance than would be possible with only one position sensor.

[0006] The generic patent JP H11-83 415A discloses an inexpensive stroke detection device for a gear that suppresses the occurrence of errors and is easy to assemble. The device comprises a first bracket attached to a rack to transmit a steering force by axial movement, and a second bracket attached to a cylinder of a power steering gear. A rotary position detection sensor is provided, equipped with a rotating arm for detection on one side of the first and second brackets. Furthermore, engagement means are provided that are displaceable with the rotating arm along its length and engage axially along the rack shaft between the other side and the rotary position detection sensor.

[0007] It has now become apparent that there is a further need to improve a known sensor arrangement for determining the position of a steering rod in a steering system, particularly a steer-by-wire steering system, for a vehicle. Specifically, there is a further need to provide a sensor arrangement for determining the position of the steering rod that enables the position of the steering rod to be determined with high accuracy over its entire travel range using only one sensor, in particular a linear displacement sensor.

[0008] Against this background, it is an object of the present invention to improve a sensor arrangement for determining the position of a steering rod of a steering arrangement, in particular a steer-by-wire steering arrangement, for a vehicle.

[0009] In particular, it is an object of the present invention to provide an improved sensor arrangement for determining the position of a steering rod of a steering arrangement, in particular a steer-by-wire steering arrangement, for a vehicle, which makes it possible to determine the position of the steering rod over the entire travel distance with only one sensor, in particular a linear displacement sensor, with high accuracy, and furthermore in particular without loss of accuracy compared to measurement with multiple sensors. Disclosure of the invention

[0010] These and other problems, which will be mentioned in the following description or which can be recognized by a person skilled in the art, are solved by the subject matter of the independent claim. Advantageous embodiments and further developments can be found in the dependent claims and the following description.

[0011] The sensor arrangement according to the invention for determining the position of a steering rod of a steering assembly, in particular a steer-by-wire steering assembly, for a vehicle comprises a target device for axially displaceable arrangement on a housing of the steering rod, a linear displacement sensor, in particular exactly one linear displacement sensor, for stationary arrangement in a housing of the steering rod, and a transmission device for arrangement between the target device, in particular a support element of the target device, and the steering rod and for providing a predetermined transmission ratio from an axial travel distance of the target device to an axial travel distance of the steering rod. The target device comprises a sensor target and a support element. The linear displacement sensor is configured to detect a position of the sensor target.

[0012] The linear displacement sensor can also be referred to as a linear position sensor (LPS).

[0013] The advantage of the solution according to the invention lies particularly in the fact that, due to the translation device with only one linear displacement sensor, and especially with exactly one linear displacement sensor, precise position determination of the steering rod is possible. The translation device achieves such a ratio that the axial travel of the target device is smaller than the axial travel of the steering rod, according to the predetermined ratio. Linear displacement sensors typically operate with a 1:1 ratio, meaning that the distance measured by the linear displacement sensor corresponds to the actual distance traveled. In other words, if the axial travel to be determined is 5 mm, the linear displacement sensor will measure 5 mm. Since the measuring range of such linear displacement sensors cannot be increased indefinitely because the measuring accuracy decreases with increasing measuring range, the inventive translation device is designed to be more precise.Since the measurement inaccuracy increases with the measuring range, determining the position of the steering rod is inaccurate with such linear displacement sensors due to axial travel distances of approximately ± 90 mm or more. The translation device converts the axial travel distance of the steering rod into a smaller axial travel distance of the target device, thereby allowing the measuring range for the linear displacement sensor to be selected so that the position of the steering rod can be determined with sufficiently high accuracy.

[0014] According to one embodiment, the provided transmission ratio between the axial travel of the target device and the axial travel of the steering rod is greater than 1, in particular greater than 1.5, and is furthermore particularly approximately 2. Conversely, the provided transmission ratio between the axial travel of the steering rod and the axial travel of the target device is less than 1, in particular less than 0.75, and is furthermore particularly approximately 0.5. In other words, it can be said that, due to the provided, in particular predetermined, transmission ratio, the axial travel of the target device is less than the axial travel of the steering rod, wherein the axial travel of the target device is in particular less than 2 / 3, and furthermore particularly approximately half, of the travel of the steering rod.According to one embodiment, the transmission device has at least one gear for meshing with a housing-fixed toothing and for meshing with a steering rod-fixed toothing, wherein the gear is axially fixed and rotatable about its axis of rotation in the target device, in particular by bearing. The gear can also be designed as a pinion.

[0015] The use of only one gear is based on the principle of rolling on a plane. This design thus enables a gear ratio of approximately 2 or 0.5 and is particularly simple and therefore inexpensive to manufacture.

[0016] Another aspect of the invention relates to a steering arrangement, in particular a steer-by-wire steering arrangement, for a vehicle. The steering arrangement comprises a steering rod, a housing, and a sensor arrangement, in particular a sensor arrangement as described above and below. The steering rod can be coupled at each of its axial ends to a wheel, in particular a wheel to be steered, of the vehicle. The steering rod is mounted in the housing so as to be axially displaceable along its longitudinal direction. The sensor arrangement for determining the position of the steering rod comprises at least one sensor, in particular a linear displacement sensor, a target device, and a transmission device. The sensor is arranged on the housing and configured to detect the position of a sensor target of the target device. The target device is mounted on the housing so as to be rotationally fixed but axially displaceable.The translation device is arranged between the target device, in particular a support element of the target device, and the steering rod, and provides a predetermined translation ratio from the axial travel path of the target device to the axial travel path of the steering rod.

[0017] The translation mechanism of the sensor assembly translates the axial travel of the steering rod into a smaller axial travel of the target device. This allows the measuring range for the linear displacement sensor to be selected so that the position of the steering rod can be determined with sufficiently high accuracy. In other words, the translation mechanism achieves a ratio such that the axial travel of the target device is smaller than the axial travel of the steering rod. Linear displacement sensors typically operate with a 1:1 ratio, meaning that the distance measured by the linear displacement sensor corresponds to the actual distance traveled. In other words, if the axial travel to be determined is 5 mm, the linear displacement sensor will measure 5 mm.Since the measuring range of such linear displacement sensors cannot be increased indefinitely, because the measuring accuracy decreases with increasing measuring range, or the measuring inaccuracy increases with increasing measuring range, determining the position of the steering rod based on axial travel of approximately ± 90 mm or more is inaccurate with such linear displacement sensors. The transmission mechanism of the sensor arrangement circumvents this problem of linear displacement sensors and thus enables the use of such linear displacement sensors, in particular only exactly one such linear displacement sensor, for precise position determination of the steering rod.

[0018] The sensor can be mounted on the housing either on its exterior or interior surface. Mounting the sensor on the exterior surface simplifies installation. Furthermore, the housing can be essentially a single piece, with an opening, such as a slot, provided for the sensor target, particularly along the travel path of the target device. This essentially one-piece design ensures sufficient robustness, eliminating the need for reinforcements or ribs to increase stability. This saves material and weight, thus reducing costs. Mounting the sensor on the interior surface minimizes the impact of foreign objects between the sensor and the target on measurement accuracy.

[0019] According to one embodiment, the steering rod has at least a portion of a toothed section extending longitudinally along the steering rod, in particular a flattened section. The housing has a toothed section extending longitudinally along the steering rod, in particular a flattened section, which is arranged facing the toothed section of the steering rod. The transmission device comprises at least one gear that is axially fixed and rotatable about its axis of rotation within the target device. The at least one gear, which may also be a pinion, engages with the toothed section of the steering rod and engages with the toothed section of the housing. The toothed section of the steering rod may, in particular, be integrally formed with the steering rod.Alternatively, it is also conceivable that the steering rod toothed section is designed as a separate element from the steering rod, which is mounted, in particular fixedly attached, to the steering rod. The housing toothed section is designed, in particular, as a separate element from the housing, which is mounted or attached, in particular fixedly, to the housing. Alternatively, it is also conceivable that the housing toothed section is integrally formed as a single piece with the housing.

[0020] The use of a single gear is based on the principle of rolling on a plane, with the housing-gear area representing the stationary plane. This design thus enables a gear ratio of approximately 2 or approximately 0.5 and is particularly simple and therefore cost-effective to manufacture. The gear geometry reduces the risk of unwanted relative sliding and the associated impairment of measurement accuracy. The gears are primarily designed as spur gears. To implement other gear ratios, the transmission device can, for example, comprise several meshing gears, particularly backlash-free gears, especially a stepped spur gear or helical gears, particularly stepped spur gears, which are also designed and mounted with backlash-free meshing.

[0021] According to one embodiment, the linear displacement sensor is configured to detect a linear movement or displacement of the sensor target. The sensor target is fixedly arranged on the target device, in particular on the support element of the target device, whereby the movement of the sensor target corresponds to the movement of the target device.

[0022] According to one embodiment, the housing has at least one guide groove for the axial guidance of the target device, in particular the support element of the target device, which extends in the axial direction, i.e., in the longitudinal direction of the steering rod. This guides the movement of the target device essentially parallel to the housing and thus also essentially parallel to the steering rod, and in particular reduces, and in particular prevents, movement of the target device obliquely or perpendicular to the housing and / or the steering rod, which can be caused, for example, by forces acting on the target device from the outside.

[0023] According to one embodiment, the guide groove also serves to prevent the steering rod from rotating. This means that the guide groove, in particular its depth and thus the engagement depth of the target device in the guide groove, can be selected such that, in conjunction with the at least one gear that engages with both the steering rod's toothed section and the housing's toothed section, unwanted rotation of the steering rod about its own longitudinal axis can be prevented. Furthermore, it is conceivable that an additional sliding guide exists between the steering rod and the target device. For example, the steering rod can have another guide groove in which the target device engages and is axially displaceable, in particular slidingly displaceable, along this groove.In such cases, a separate anti-rotation device for the steering rod can be dispensed with, which allows for a reduction in the total number of parts for the steering assembly.

[0024] According to one embodiment, the transmission device is backlash-free. This further improves the measuring accuracy of the linear displacement sensor. According to another embodiment, at least one gear is preloaded relative to the support element of the target device, for example, by means of a coil spring, in particular a so-called clock spring. Thus, the support element of the target device is preloaded in one direction by the coil spring in the positioning direction, thereby achieving backlash-free mounting of the gear in the support element.

[0025] According to one embodiment, the steering arrangement further comprises an actuator coupled to the steering rod such that a rotational movement of the actuator causes a translational movement of the steering rod to change its position along its longitudinal direction. The entire range within which the steering rod can be moved to change its position along its longitudinal direction is referred to as the axial travel of the steering rod. This change in the position of the steering rod causes a steering movement of the wheels that can be coupled at its axial ends.

[0026] The actuator, also known as a positioning actuator, is designed, for example, as an electric motor whose output shaft is connected to the steering rod via a conversion gear such that the rotation, and in particular the torque, of the output shaft is converted into a translational movement, and in particular an axially acting actuating force, of the steering rod. Furthermore, the actuator can include a power pack and a steering gear. It is also conceivable that the actuator includes hydraulic force amplification and / or control systems.

[0027] Another aspect of the invention relates to the use of a linear displacement sensor, in particular exactly one linear displacement sensor, in a sensor arrangement, especially a sensor arrangement described above and below, for determining the position of a steering rod of a steering system, in particular a steer-by-wire steering system, for a vehicle. The steering rod is defined here as the axle of the vehicle to be steered. In other words, the steering rod is to be understood as the axle of the vehicle to which the wheels are coupled for changing the direction of travel. The steering rod thus generally corresponds to the front axle, and in exceptional cases, e.g., in the case of a forklift truck, to the rear axle, of the vehicle. Detailed description based on drawing

[0028] Further measures improving the invention are described in more detail below, together with a description of a preferred embodiment of the invention, with reference to the figures. The figures show: Fig. 1 a schematic representation of a steering arrangement according to an embodiment of the invention, Fig. 2a a schematic representation of a partial area of ​​a steering arrangement according to an embodiment of the invention in a side view, Fig. 2b a schematic representation of a partial area of ​​a steering arrangement according to an embodiment of the invention in a front view, Fig. 3 a schematic representation of a section of a steering arrangement according to an embodiment of the invention to illustrate a transmission ratio, Fig. 4a a schematic representation of a partial area of ​​a steering arrangement according to an embodiment of the invention in a side view, Fig. 4b a schematic representation of a partial area of ​​the steering arrangement according to an embodiment of the invention from Fig. 4a in a front view, and Fig. 5 a schematic representation of a partial area of ​​the steering arrangement according to an embodiment of the invention Fig. 4a to illustrate a translation relationship.

[0029] The figures are purely schematic, not to scale, and serve only to illustrate the invention. The same elements are identified by the same reference symbols.

[0030] Fig. Figure 1 schematically and exemplarily shows a steering arrangement 1 of a vehicle (not shown), which is implemented as a steer-by-wire steering arrangement. The steering arrangement 1 comprises a steering rod 2, a housing 3, an actuator 4, an anti-rotation device 5, and a sensor arrangement 6. The steering rod 2 is housed in the housing 3 and can be coupled to the vehicle's wheels (not shown) at its axial ends 7, 8. The actuator 4 is, for example, an electric motor and is configured to effect an actuating movement, i.e., a movement of the steering rod 2 along its longitudinal axis L. For this purpose, the actuator 4 is coupled via a conversion gear 9 such that a rotational movement of the actuator 4 is converted into a translational movement of the steering rod 3.The conversion mechanism 9 is exemplified here as a combination of a wrap-around drive 10, in particular a belt drive, and a linear drive 11, in particular a ball screw drive. The anti-rotation device 5 is arranged in a flattened area 12 of the steering rod 2 and serves to prevent unintentional rotation of the steering rod 2 about its longitudinal axis L. The anti-rotation device 5 exemplified here comprises a pressure piece 13 and a pressure roller 14, which are arranged opposite each other in the radial direction R, with the pressure piece 13 located below the steering rod 2 and the pressure roller 14 located above the steering rod 2. The pressure piece 13 is pre-tensioned towards the steering rod 2, thereby pressing the steering rod 2 against the pressure roller 14.

[0031] The sensor arrangement 6 is also arranged in the flattened area 12 of the steering rod 2 and comprises a target device 15, a sensor 16, and a transmission device 17. The sensor arrangement 6 is subsequently referred to with reference to the Fig. 2, Fig. 3, Fig. 4 to Fig. 5 described in more detail.

[0032] The Fig. 2a, Fig. 2b and Fig. Figure 3 shows an exemplary embodiment of the sensor arrangement 6 and the Fig. 4a, Fig. 4b and Fig. Figure 5 shows another exemplary embodiment of the sensor arrangement 6, which differs essentially in the arrangement of the sensor 16.

[0033] As described above, the sensor arrangement comprises the target device 15, a sensor 16, and a translation device 17. The target device 15 includes a support element 18 and a sensor target 19, which is fixedly arranged on the support element 18. The target device 15, or the support element 18, is arranged to be displaceable in the axial direction A, i.e., in the direction of the longitudinal axis L of the steering rod 2. For this purpose, the housing 3 has a guide groove 20 in which the support element 18 is received so as to be displaceable in the axial direction, e.g., by sliding.

[0034] The sensor 16 is arranged on the housing 3, is designed as a linear displacement sensor, and is configured to detect a change in position of the sensor target 19. In particular, as shown here, the sensor 16 can be arranged on an outer surface of the housing 3, wherein the housing 3 has an opening in the area of ​​a change in position of the sensor target 19, i.e., in the area of ​​an axial travel path of the sensor target 19, and thus of the target device 15, to enable the sensor 16 to detect the sensor target 19. Such a configuration is particularly easy to assemble. An alternative arrangement of the sensor 16 on an inner surface of the housing 3 is not shown in the figures.

[0035] This eliminates the need to provide an opening in the housing for detecting the sensor target 19, but mounting the sensor 16 inside the housing 3 involves additional effort compared to mounting it on the outside of the housing 3.

[0036] The transmission device 17 is exemplified here as a gear or pinion 21, which is rotatably mounted about its axis of rotation R in the carrier element 18 of the target device 15. The gear 21 meshes with both a steering rod toothed section 22, which is formed here in the flattened area 12 of the steering rod 2, and with a housing toothed section 23, which is formed opposite the steering rod toothed section 22. By displacing the steering rod 2 along its longitudinal axis L, the gear meshing between the steering rod toothed section 22 and the gear 21 causes the gear 21 to rotate about its axis of rotation R. Because the gear 21 is simultaneously in mesh with the stationary housing toothed section 23, the rotation of the gear 1 causes a displacement s15 of the target device 15 relative to the housing 3 (see Fig. 3 and Fig. 5) This displacement s15 of the target device 15 can also be referred to as the axial travel distance s15 of the target device 15, and is detected by the sensing of the sensor target 19 by the sensor 16.

[0037] The transmission ratio i of the transmission device 17, which comprises a gear 21, results from the principle of rolling on a plane and is therefore 2 or 0.5. In other words, the predetermined transmission ratio i of the axial travel s15 of the target device 15 to an axial travel s2 of the steering rod 2 is i = 2. If the transmission ratio i is defined inversely, i.e., as a ratio of the axial travel s2 of the steering rod 2 to the axial travel s15 of the target device 15, the transmission ratio is i = 0.5. This means that the axial travel s2 of the steering rod 2 is twice as long as the axial travel s15 of the target device 15 for one revolution of the gear 21 (see figure). Fig. 3 and Fig. 5) Thus, the translation device 17 makes it possible to reduce the measuring path to be detected by the sensor 16 for determining the position of the steering rod 2, in Fig. 3 and Fig. 5, for example, to halve, and thus to use a linear displacement sensor with a 1:1 ratio as sensor 16 to detect the position of the steering rod 2 with high accuracy. In Fig. 3 and Fig. 5 is the starting position of the target device 15 and the steering rod 2 shown with dashed lines, and the position of these two elements 15, 2 after one revolution of the gear 21 is shown with solid lines.

[0038] In Fig. 2a, Fig. 2b and Fig. Figure 3 shows the sensor target 19, for example, arranged radially R above the carrier element 18 of the target device 15. Accordingly, the sensor 16 is arranged opposite the sensor target 19, radially R above the housing 3. Fig. 4a, Fig. 4b and Fig. Figure 5 shows that the sensor target 19 is arranged laterally on the support element 18, i.e., in an area extending between the steering rod 2 and the housing 3, and the sensor 16 is arranged laterally on an outer side of the housing 3 opposite the sensor target 18. Furthermore, in Fig. 4a, Fig. 4b and Fig. 5 For better recognition of the setup and to clarify the positions, only the outline of sensor 16 is shown. It should be noted that in reality, sensor 16 forms part of the target device 15 and part of the translation device 17 in the Fig. 4a, Fig. 4b and Fig. 5 of the shown views are obscured.

[0039] In Fig. Figure 2b additionally shows a pressure piece 24 to illustrate by way of example that the sensor arrangement can also be integrally formed in one piece with an anti-rotation device 25. In such a case, the [missing information] is omitted. Fig.1. The pressure roller 14 shown, and the support element 18 guided in the guide groove 20 of the housing 3, takes over the function of preventing the steering rod 2 from rotating. Reference symbol list 1 Steering arrangement 2 handlebars 3 cases 4 Actuator 5 Anti-rotation device 6 Sensor arrangement 7 axial end 8 axial end 9 conversion gears 10 wrap-around gears 11 linear gears 12 flattened area 13 Printed piece 14 Pressure roller 15 Target setup 16 Sensor 17 Translation facility 18 support element 19 Sensor target 20 guide groove 21 Gear / Pinion 22 Steering rod toothed section 23 Housing gear section 24 printed pieces 25 Anti-rotation device s2 axial travel of the steering rod s15 axial travel of the target device i Translation ratio L Longitudinal axis A axial direction R radial direction

Claims

A steer-by-wire steering arrangement (1) for a vehicle, comprising: a steering rod (2) which can be coupled to a wheel of the vehicle at each of its axial ends (7, 8), a housing (3) in which the steering rod (2) is axially displaceable along its longitudinal axis (L), and a sensor arrangement (6) for determining the position of the steering rod (2), comprising: a target device (15) for axially displaceable arrangement on a housing (3) of the steering rod (2), wherein the target device (15) comprises a sensor target (19) and a support element (18); a linear displacement sensor (16) for stationary arrangement on the housing (3) of the steering rod (2), wherein the linear displacement sensor (16) is configured toto detect the position of the sensor target (19); and a translation device (17) for arrangement between the target device (15) and the steering rod (2) and for providing a predetermined translation ratio (i) from an axial travel path (s15) of the target device (15) to an axial travel path (s2) of the steering rod (2), wherein the sensor (16) is arranged on the housing (6) and is configured to detect the position of the sensor target (19), wherein the target device (15) is arranged on the housing (3) in a rotationally fixed but axially displaceable manner, and wherein the translation device (17) is arranged between the target device (15) and the steering rod (2) and provides a predetermined translation ratio (i) from the axial travel path (s15) of the target device (15) to the axial travel path (s2) of the steering rod (2), characterized in thatthat the steering rod (2) has at least a section of a steering rod toothed section (22) extending in the longitudinal direction (A) of the steering rod (2), wherein the housing (3) has a housing toothed section (23) extending in the longitudinal direction (A) of the steering rod (2) and arranged facing the steering rod toothed section (22), and wherein the transmission device (17) comprises at least one gear (21) which is axially fixed and rotatable about its axis of rotation (R) in the target device (15), wherein the at least one gear (21) is in engagement with the steering rod toothed section (22) and is in engagement with the housing toothed section (23). Steer-by-wire steering arrangement (1) according to claim 1, wherein the sensor (16) is configured to detect a linear movement of the sensor target (19). Steer-by-wire steering arrangement (1) according to one of claims 1 or 2, wherein the housing (3) has at least one guide groove (20) for guiding the target device (15) which extends in the axial direction (A). Steer-by-wire steering arrangement (1) according to one of claims 1 to 3, wherein the translation device (17) is backlash-free. Steer-by-wire steering arrangement (1) according to one of claims 1 to 4, further comprising an actuator (4) which is coupled to the steering rod (2) such that a rotational movement of the actuator (4) causes a translational movement of the steering rod (2) to change the position of the steering rod (2) along its longitudinal axis (L).

Images