Apparatus and method for inspecting acceleration sensors in a steering system, and a vehicle including said apparatus.
The method and apparatus for inspecting acceleration sensors in vehicle steering systems enhance reliability and robustness by using predefined tolerances and unique sensor coordinate systems to verify functionality, addressing compliance with safety standards like ASIL-D.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- ROBERT BOSCH GMBH
- Filing Date
- 2025-11-25
- Publication Date
- 2026-06-05
Smart Images
Figure 2026092702000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to an apparatus and method for inspecting an acceleration sensor in a steering system, and a vehicle including the apparatus.
Background Art
[0002] In a vehicle steering system, an operating element is connected to an electromechanical actuator.
Summary of the Invention
Means for Solving the Problems
[0003] Disclosure of the Invention A method for inspecting an acceleration sensor in a steering system, the steering system including an electromechanical steering actuator, the electromechanical steering actuator including an acceleration sensor, the acceleration sensor being configured to measure a first acceleration value on a first axis, a second acceleration value on a second axis, and a third acceleration value on a third axis, the axes being perpendicular to each other, it is determined whether the vehicle is in a stationary state or in motion, and in the stationary state, proper outputs of the first acceleration value, the second acceleration value, and the third acceleration value are assumed to be determined depending on the first acceleration value measured by the acceleration sensor in the stationary state, the second acceleration value measured by the acceleration sensor in the stationary state, and the third acceleration value measured by the acceleration sensor in the stationary state. Additionally to the described inspection, further verification by comparison with other acceleration sensors (such as ESP, airbag, etc.) in the vehicle during motion is also assumed. Thereby, an inspection for achieving the goals from SG_TLSR_05 and SG_TLSR_06 (ASIL-D) according to ASIL-B becomes possible.
[0004] It is assumed that, while driving, the appropriate output of the third acceleration value is determined depending on the third acceleration value measured by the acceleration sensor during driving, and on the lateral acceleration of the vehicle measured during driving, and that, while driving, the appropriate outputs of the first acceleration value and the second acceleration value are determined depending on the first acceleration value measured during driving, and on the second acceleration value measured during driving, and on the longitudinal acceleration of the vehicle determined from the longitudinal acceleration measured during driving or the vehicle speed of the vehicle.
[0005] In a stationary state, for example, the proper output of the first, second, and third acceleration values is determined when it is confirmed that the root of the sum of the squares of the first acceleration value, the second acceleration value, and the third acceleration value measured by the acceleration sensor in a stationary state is within a preset range of the preset tolerance, particularly within 10%, with respect to 1g. This demonstrates a means of testing the function of the acceleration sensor with high reliability in a stationary state.
[0006] The steering system includes an electromechanical steering actuator, which includes a motor for driving and controlling the steering actuator, which includes a rotor, and in a stationary state, when the rotational speed of the rotor is determined to be less than or equal to a preset speed, particularly zero, the appropriate output of the first acceleration value, the second acceleration value, and the third acceleration value is determined. This means that the acceleration sensor is tested when the steering actuator and the vehicle are stationary.
[0007] A stopped state is determined, for example, when the vehicle's speed is below a predetermined speed, especially when it is zero.
[0008] The appropriate output of the third acceleration value is determined when the third acceleration value is greater than the limit value for the third acceleration value, particularly 0.2g, and when it is confirmed that the measured lateral acceleration of the vehicle is greater than the limit value for lateral acceleration, particularly 0.2g, and when it is confirmed that the difference between the lateral acceleration and the third acceleration value is less than the limit value for the difference, particularly 0.05g, in absolute terms. This provides a means to reliably test the function of the third acceleration value of the acceleration sensor while driving.
[0009] The appropriate output of the third acceleration value is determined, for example, when it is confirmed that the average of a predetermined number of differences between the vehicle's lateral acceleration and the third acceleration value, each measured simultaneously during driving, is smaller than the limit value for the differences. This represents one way to make the inspection for non-critical faults more robust.
[0010] In one example, the total acceleration value is determined depending on a first acceleration value and a second acceleration value measured during driving. The absolute value of acceleration or the appropriate output of acceleration is determined when, in the direction of longitudinal acceleration, the total acceleration value is determined to be greater than the limit value for the total acceleration value, particularly 0.15g, and the longitudinal acceleration is determined to be greater than the limit value for the longitudinal acceleration, particularly 0.15g, and the difference between the longitudinal acceleration and the total acceleration value is determined to be less than the limit value for the difference, particularly 0.05g, in absolute value. This demonstrates a means of checking the proper capture of the first and second acceleration values with high reliability during driving.
[0011] The appropriate output values for the first and second acceleration values can be assumed to be determined when it is confirmed that the average of a predetermined number of differences between the longitudinal acceleration measured simultaneously during driving and the determined total acceleration value is smaller than the limit value for the differences. This represents one way to make inspections for non-critical faults more robust.
[0012] The total acceleration value is determined depending on a first acceleration value and a second acceleration value measured during driving, and the longitudinal acceleration of the vehicle is determined depending on the vehicle speed. It is assumed that the appropriate output of the total acceleration determined from the first and second acceleration values is determined when the total acceleration value is greater than the limit value for the total acceleration value, particularly 0.1g, and the longitudinal acceleration of the vehicle is greater than the limit value for the longitudinal acceleration of the vehicle, particularly 0.1g, and when the difference between the longitudinal acceleration of the vehicle and the total acceleration value is less than the limit value for the difference, particularly 0.05g, in absolute value. This indicates a means of testing the functions of the first and second acceleration values with high reliability during driving.
[0013] The appropriate output values for the first and second acceleration values are determined, for example, when it is confirmed that the average of a predetermined number of differences between the vehicle acceleration and the total acceleration value that occur simultaneously during driving is smaller than the limit value for the differences. This represents one way to make the inspection for non-critical faults more robust.
[0014] An apparatus for verifying an acceleration sensor in a steering system, wherein the steering system includes an electromechanical steering actuator, the electromechanical steering actuator includes an acceleration sensor, the acceleration sensor is configured to measure a first acceleration value on a first axis, a second acceleration value on a second axis, and a third acceleration value on a third axis, the axes being perpendicular to each other, and the apparatus is configured to perform the method. The incorporated acceleration sensor uses its own intrinsic sensor coordinate system, which has a different orientation compared to the vehicle coordinate system.
[0015] A vehicle is often assumed to be the device, and the vehicle includes a steering system, the steering system includes an electromechanical steering actuator, the electromechanical steering actuator includes an acceleration sensor, the acceleration sensor is configured to measure a first acceleration value on a first axis, a second acceleration value on a second axis, and a third acceleration value on a third axis, the axes being perpendicular to each other, and the vehicle includes the device.
[0016] Further advantageous embodiments can be seen in the following description and drawings. [Brief explanation of the drawing]
[0017] [Figure 1] This is a schematic diagram showing the vehicle. [Figure 2] This is a schematic diagram showing the flowchart of the first part of a method for inspecting acceleration sensors in a vehicle's steering system. [Figure 3] This is a schematic diagram showing the flowchart of the second part of this method. [Figure 4] This is a schematic diagram showing the flowchart of the third part of this method. [Figure 5] This is a schematic diagram showing the flowchart of the fourth part of this method. [Modes for carrying out the invention]
[0018] In Figure 1, vehicle 100 is shown in a schematic manner.
[0019] Vehicle 100 includes a steering system 102.
[0020] The steering system 102 includes, in particular, an electromechanical steering actuator 104 and an operating element 106. In this example, the operating element 106 is a steering wheel. A joystick may also be provided as the operating element 106.
[0021] The steering system 102, in particular the electromechanical steering actuator 104, includes an acceleration sensor 116.
[0022] In this example, the steering system 102 includes a printed circuit board 108 having an electronic circuit 110 for driving and controlling a steering actuator 104. The acceleration sensor 116 is arranged on the printed circuit board 108 in this example. The acceleration sensor 116 may be arranged on the housing or other components of the steering system 102, particularly the electromechanical steering actuator 104.
[0023] The acceleration sensor 116 is configured to output a first acceleration value, a second acceleration value, and a third acceleration value.
[0024] In this example, the x-axis, y-axis, and z-axis are assigned to the acceleration sensor 116. The first acceleration value is assigned to the x-axis. The second acceleration value is assigned to the y-axis. The third acceleration value is assigned to the z-axis.
[0025] The acceleration sensor 116 is configured to measure the first acceleration value in the x-axis direction. The acceleration sensor 116 is configured to measure the second acceleration value in the y-axis direction. The acceleration sensor 116 is configured to measure the third acceleration value in the z-axis direction. Here, the sensor uses its own unique coordinate system having an orientation different from the vehicle coordinate system.
[0026] The vehicle 100 includes a device 118 for inspecting the acceleration sensor 116. In this example, the electronic circuit 110 includes the device 118.
[0027] The steering actuator 104 includes a motor 112 for driving and controlling the steering actuator 104.
[0028] The motor 112 includes a rotor 114.
[0029] The device 118 is configured to capture the rotation speed of the rotor 114.
[0030] In this example, the electronic circuit 110 is configured to drive and control the motor 112. In this example, the electronic circuit 110 captures the rotational speed of the rotor 114.
[0031] The vehicle 100 includes an additional acceleration sensor 120. This additional acceleration sensor 120 is configured to capture and output the longitudinal and lateral acceleration of the vehicle 100.
[0032] Further acceleration sensors 120 are sensors provided within the vehicle 100 for purposes such as electronic stabilization programs and airbag systems.
[0033] The device 118 is configured to process longitudinal acceleration and lateral acceleration from an additional acceleration sensor 120 via a communication line 122.
[0034] In this example, the electronic circuit 110 is configured to receive longitudinal acceleration and lateral acceleration from a further acceleration sensor 120 via a communication line 122.
[0035] The device 118 is configured to perform a method for inspecting the acceleration sensor 116.
[0036] Figure 2 shows a flowchart of the first part of the method for inspecting the acceleration sensor 116.
[0037] The first part of this method is performed when the vehicle 100 is stopped.
[0038] The first part of this method is based on a first acceleration value 202 measured by the acceleration sensor 116 in a stationary state, a second acceleration value 204 measured by the acceleration sensor 116 in a stationary state, and a third acceleration value 206 measured by the acceleration sensor 116 in a stationary state.
[0039] The first part of this method is based on the speed 208 of the vehicle 100 and the rotational speed 210 of the rotor 114.
[0040] In step 212, it is checked whether the vehicle 100 is in a stationary state. In this example, if the speed 208 of the vehicle 100 is less than or equal to a preset speed, and especially zero, it is determined that the vehicle 100 is in a stationary state.
[0041] In step 214, it is checked whether the steering actuator 104 is in a stopped state. In this example, if the rotational speed 210 is less than or equal to a preset rotational speed, and especially zero, it is confirmed that the steering actuator 104 is in a stopped state.
[0042] If it is confirmed that the vehicle 100 is stopped and the steering actuator 104 is stopped, step 216 is executed. Otherwise, this method terminates.
[0043] In this case, the inspection in the first part is initiated only when the vehicle 100 and the steering actuator 104 are stationary.
[0044] In step 216, the inspection of the acceleration sensor 116 is initiated.
[0045] In step 216, the first acceleration value 202, the second acceleration value 204, and the third acceleration value 206 are captured.
[0046] Next, step 218 is executed.
[0047] In step 218, the result r is determined depending on the root of the sum of the squares of the captured first acceleration value 202, the captured second acceleration value 204, and the captured third acceleration value 206. For example, the result is given by the following formula
number
[0048] Next, step 220 is executed.
[0049] In step 220, it is checked whether the result r is within a predetermined tolerance t, specifically within t=10%, with respect to a predetermined value w, particularly w=1g.
[0050] If the result r falls within the allowable error t with respect to a preset value w, the correct output of the first acceleration value 202, the second acceleration value 204, and the third acceleration value 206 is determined. Otherwise, the correct output is not determined.
[0051] This means that, in a stationary state, the appropriate outputs of the first acceleration value 202, the second acceleration value 204, and the third acceleration value 206 are determined by the first acceleration value 202, the second acceleration value 204, and the third acceleration value 206 measured by the acceleration sensor 116 in a stationary state, respectively.
[0052] Figure 3 shows a flowchart of the second part of this method.
[0053] The second part of this method is performed while the vehicle is in motion.
[0054] The second part of this method is based on a third acceleration value 206 and the lateral acceleration 302 of the vehicle 100 measured by an additional acceleration sensor 120.
[0055] The second part includes an optional step 304.
[0056] In this optional step 304, the third acceleration value 206 is filtered out.
[0057] The second part includes an optional step 306.
[0058] In this optional step 306, if step 304 is performed, the filtered third acceleration value is sampled at 100 Hz; otherwise, the third acceleration value 206 is sampled at 100 Hz.
[0059] The second part includes an optional step 308.
[0060] In this optional step 308, the lateral acceleration 302 is filtered.
[0061] The second part includes step 310.
[0062] In step 310, it is checked whether the third acceleration value 206 is greater than the limit value for the third acceleration value, in particular 0.2g.
[0063] In step 310, it is checked whether the lateral acceleration 302 is greater than the limit value for lateral acceleration 302, specifically 0.2g.
[0064] If it is determined that the third acceleration value 206 is greater than the limit value for the third acceleration value 206, and the lateral acceleration 302 is greater than the limit value for the lateral acceleration 302, then step 312 is performed.
[0065] Otherwise, this procedure will end.
[0066] As long as the optional step 304 is performed, it is checked whether the filtered third acceleration value is greater than the limit value. As long as the optional step 306 is performed, it is checked whether the sampled third acceleration value is greater than the limit value. As long as the optional steps 304 and 306 are performed, it is checked whether the sampled and filtered third acceleration value is greater than the limit value.
[0067] As long as the optional step 308 is performed, it is checked whether the filtered lateral acceleration is greater than the limit value.
[0068] In step 312, the difference between the lateral acceleration 302 and the third acceleration value 206 is determined. In this example, the difference between the captured lateral acceleration 302 and the third acceleration value 206 for a predetermined number n is determined. In this example, the average value of the difference for a predetermined number n is determined.
[0069] Step 314 is executed when the number n is reached, which is a predetermined number.
[0070] In step 314, it is checked whether the mean value, in absolute terms, is smaller than the limit value for the difference, particularly 0.05 g.
[0071] If the average value is smaller than the threshold value for the difference in absolute value, the appropriate output of the third acceleration value 206 is determined. Otherwise, the appropriate output of the third acceleration value 206 is not determined.
[0072] This means that, while driving, the appropriate output of the third acceleration value 206 is determined by the third acceleration value 206 measured by the acceleration sensor 116 during driving, and in particular by the lateral acceleration 302 of the vehicle 100 which is measured simultaneously during driving.
[0073] Figure 4 shows a flowchart of the third part of this method.
[0074] The third part of this method is performed while the vehicle is in motion.
[0075] The third part of this method is based on a first acceleration value 202, a second acceleration value 204, and the longitudinal acceleration 402 of the vehicle 100 measured by an additional acceleration sensor 120.
[0076] The third part includes an optional step 404.
[0077] In this optional step 404, the first acceleration value 204 is filtered.
[0078] The third part includes an optional step 406.
[0079] In this optional step 406, if step 404 is performed, the filtered acceleration value is sampled at 100 Hz; otherwise, the first acceleration value 202 is sampled at 100 Hz.
[0080] The third part includes an optional step 408.
[0081] In this optional step 408, the second acceleration value 204 is filtered.
[0082] The third part includes an optional step 410.
[0083] In this optional step 410, if step 408 is performed, the filtered second acceleration value is sampled at 100 Hz; otherwise, the second acceleration value 204 is sampled at 100 Hz.
[0084] The third part includes step 412.
[0085] In step 412, the total acceleration value in the longitudinal direction of the vehicle is determined depending on the first acceleration value 202 and the second acceleration value 204.
[0086] This total acceleration value is, for example, the result of vector addition of a first acceleration value 202 and a second acceleration value 204.
[0087] As long as the optional step 404 is performed, the total acceleration value is determined depending on the filtered first acceleration value. As long as the optional step 406 is performed, the total acceleration value is determined depending on the sampled first acceleration value. As long as the optional steps 404 and 406 are performed, the total acceleration value is determined depending on the sampled and filtered first acceleration value. This is also true for steps 408 and 410 relating to the second acceleration.
[0088] The third part includes an optional step 414.
[0089] In this optional step 414, the longitudinal acceleration 402 is filtered.
[0090] The third part includes step 416.
[0091] In step 416, it is checked whether the total acceleration value is greater than the limit value for total acceleration, in particular 0.15 g.
[0092] In step 416, it is checked whether the longitudinal acceleration 402 is greater than the limit value for longitudinal acceleration 402, in particular 0.15 g.
[0093] If it is determined that the total acceleration value is greater than the limit value for the total acceleration value, and that the longitudinal acceleration 402 is greater than the limit value for the longitudinal acceleration 402, then step 418 is performed.
[0094] Otherwise, this procedure will end.
[0095] As long as the optional step 414 is performed, it is checked whether the filtered longitudinal acceleration is greater than the limit value.
[0096] In step 418, the difference between the longitudinal acceleration 402 and the total acceleration value is determined. In this example, the difference between the captured longitudinal acceleration 402 and the total acceleration value for a predetermined number n is determined. In this example, the average value of the difference for the predetermined number n is determined.
[0097] As long as the optional step 414 is performed, the difference is determined using the filtered longitudinal acceleration.
[0098] Step 420 is executed when the number n is reached, which is a predetermined number.
[0099] In step 420, it is checked whether the mean value, in terms of absolute value, is smaller than the limit value for the difference, particularly 0.05 g.
[0100] If the average value is smaller in absolute terms than the threshold value for the difference, the appropriate output values for the first acceleration value 202 and the second acceleration value 204 are determined by the specified total acceleration. Otherwise, the appropriate output values for the first acceleration value 202 and the second acceleration value 204 are not determined.
[0101] This means that, during driving, the appropriate output of the first acceleration value 202 and the second acceleration value 204 is determined depending on the first acceleration value 202 measured during driving, the second acceleration value 204 measured during driving, and the longitudinal acceleration 402 of the vehicle 100 measured simultaneously during driving.
[0102] Figure 5 shows a flowchart of the fourth part of this method.
[0103] The fourth part of this method is based on a first acceleration value 202, a second acceleration value 204, and a vehicle speed 208.
[0104] In the fourth part, the total acceleration is determined as described in the third part.
[0105] The fourth part includes step 502.
[0106] In step 502, the longitudinal acceleration of the vehicle is determined depending on the speed 208.
[0107] The fourth part includes an optional step 504.
[0108] In this optional step 504, the longitudinal acceleration of the vehicle is filtered.
[0109] The fourth part includes step 506.
[0110] In step 506, it is checked whether the total acceleration value is greater than the limit value for total acceleration, in particular 0.1 g.
[0111] In step 506, it is checked whether the vehicle longitudinal acceleration is greater than the limit value for vehicle longitudinal acceleration, in particular 0.1g.
[0112] Step 508 is performed if it is determined that the total acceleration value is greater than the limit value for total acceleration value, and the longitudinal acceleration of the vehicle is greater than the limit value for longitudinal acceleration of the vehicle.
[0113] Otherwise, this procedure will end.
[0114] As long as the optional step 504 is performed, it is checked whether the filtered vehicle longitudinal acceleration is greater than the limit value.
[0115] In step 508, the difference between the vehicle longitudinal acceleration and the total acceleration value is determined. In this example, the difference between the captured vehicle longitudinal acceleration and the total acceleration value for a predetermined number n is determined. In this example, the average value of the difference for a predetermined number n is determined.
[0116] As long as the optional step 504 is performed, the difference is determined using the filtered vehicle longitudinal acceleration.
[0117] Step 510 is executed when the number n is reached, which is a predetermined number.
[0118] In step 510, it is checked whether the mean value, in terms of absolute value, is smaller than the limit value for the difference, particularly 0.05 g.
[0119] If the average value is smaller in absolute terms than the threshold value for the difference, particularly 0.05g, then the appropriate output values for the first acceleration value 202 and the second acceleration value 204 are determined by the specified total acceleration. Otherwise, the appropriate output values for the first acceleration value 202 and the second acceleration value 204 are not determined.
[0120] This means that, while driving, the appropriate output of the first acceleration value 202 is determined depending on the first acceleration value 202 measured during driving, the second acceleration value 204 measured during driving, and the speed 208 of the vehicle 100 measured during driving.
Claims
1. A method for inspecting an acceleration sensor (116) in a steering system (102), The steering system (102) includes an electromechanical steering actuator (104), The electromechanical steering actuator (104) includes an acceleration sensor (116), The acceleration sensor (116) is configured to measure a first acceleration value (202) on the first axis, a second acceleration value (204) on the second axis, and a third acceleration value (206) on the third axis. The aforementioned axes are perpendicular to each other, It is determined whether the vehicle (100) is stationary or in motion. A method in which, in a stopped state, the appropriate output of the first acceleration value (202), the second acceleration value (204), and the third acceleration value (206) is determined depending on the first acceleration value (202), the second acceleration value (204), and the third acceleration value (206) measured by the acceleration sensor (116) in a stopped state.
2. The method according to claim 1, wherein, while driving, the appropriate output of the third acceleration value (206) is determined depending on the third acceleration value (206) measured by the acceleration sensor (116) while driving, and the lateral acceleration (302) of the vehicle (100) measured while driving, and while driving, the appropriate output of the first acceleration value (202) and the second acceleration value (204) is determined depending on the first acceleration value (202) measured while driving, and the second acceleration value (204) measured while driving, and the longitudinal acceleration of the vehicle (100) determined from the longitudinal acceleration (402) measured while driving or the vehicle speed (208) of the vehicle.
3. The method according to claim 1 or 2, wherein, in a stopped state, the appropriate output of the first acceleration value, the second acceleration value, and the third acceleration value is determined when it is determined (218) that the root of the sum of the squares of the first acceleration value, the second acceleration value, and the third acceleration value measured by the acceleration sensor (116) in a stopped state by the acceleration sensor (116) is within a preset tolerance range, particularly within 10%, with respect to a preset value, particularly with respect to 1g.
4. The steering system includes a steering actuator (104), the steering actuator (104) includes a motor (112) for driving and controlling the steering actuator (104), the motor (112) includes a rotor (114), and in a stopped state, when it is determined that the rotational speed of the rotor (114) is less than or equal to a preset speed, particularly zero (214), the appropriate output of the first acceleration value, the second acceleration value, and the third acceleration value is determined, according to any one of claims 1 to 3.
5. The method according to any one of claims 1 to 4, wherein the stopped state is determined when the speed of the vehicle (100) is less than or equal to a preset speed, particularly zero (212).
6. The method according to any one of claims 1 to 5, wherein the appropriate output of the third acceleration value is determined when it is determined that the third acceleration value is greater than the limit value for the third acceleration value, in particular 0.2 g, and the measured lateral acceleration of the vehicle is greater than the limit value for the lateral acceleration, in particular 0.2 g (310), and when it is determined that the difference between the lateral acceleration and the third acceleration value is less than the limit value for the difference, in particular 0.05 g, in absolute value (314).
7. The method according to claim 6, wherein the appropriate output of the third acceleration value is determined when it is determined that the average of a predetermined number of differences between the lateral acceleration of the vehicle and the third acceleration value, each measured simultaneously during driving, is smaller than a limit value for said differences (314).
8. The method according to any one of claims 1 to 7 (claim 2), wherein the total acceleration value is determined depending on the first acceleration value and the second acceleration value measured during driving (412), and the absolute value of acceleration or an appropriate output of acceleration value is determined when it is determined that the total acceleration value is greater than the limit value for the total acceleration value, in particular 0.15 g, in the direction of the longitudinal acceleration, and when it is determined that the longitudinal acceleration is greater than the limit value for the longitudinal acceleration, in particular 0.15 g (416), and when it is determined that the difference between the longitudinal acceleration and the total acceleration value is less than the limit value for the difference, in particular 0.05 g, in terms of absolute value (420).
9. The method according to claim 8, wherein the appropriate output of the first and second acceleration values is determined when it is determined that the average of a predetermined number of differences between the longitudinal acceleration measured simultaneously during driving and the total acceleration value determined is smaller than a limit value for said differences (420).
10. The method according to any one of claims 1 to 9, wherein a total acceleration value is determined depending on the first acceleration value (202) and the second acceleration value (204) measured during driving (412), the longitudinal acceleration of the vehicle is determined depending on the speed of the vehicle (208), and the appropriate output of the total acceleration (412) determined from the first and second acceleration values is determined when it is confirmed that the total acceleration value is greater than the limit value for the total acceleration value, in particular 0.1 g, and the longitudinal acceleration of the vehicle is greater than the limit value for the longitudinal acceleration of the vehicle, in particular 0.1 g (506), and when it is confirmed that the difference between the longitudinal acceleration of the vehicle and the total acceleration value is less than the limit value for the difference, in particular 0.05 g, in absolute value (510).
11. The method according to claim 10, wherein the appropriate output of the first and second acceleration values is determined when it is determined that the average of a predetermined number of differences between the vehicle acceleration and the total acceleration value that occur simultaneously during driving is smaller than the limit value for said differences (510).
12. A device (118) for inspecting an acceleration sensor (116) in a steering system (102), The steering system (102) includes an electromechanical steering actuator (104), The electromechanical steering actuator (104) includes an acceleration sensor (116), The acceleration sensor (116) is configured to measure a first acceleration value on the first axis, a second acceleration value on the second axis, and a third acceleration value on the third axis. The aforementioned axes are perpendicular to each other, The apparatus (118) is configured to carry out the method described in any one of claims 1 to 11.
13. In vehicle (100), The vehicle (100) includes a steering system (102), The steering system (102) includes an electromechanical steering actuator (104), The electromechanical steering actuator (104) includes an acceleration sensor (116), The acceleration sensor (116) is configured to measure a first acceleration value on the first axis, a second acceleration value on the second axis, and a third acceleration value on the third axis. The aforementioned axes are perpendicular to each other, The vehicle (100) is characterized by including the device (118) described in claim 12.