Abstract: A steering apparatus (10) turns steerable wheels (14, 16) of a vehicle (12) having first (14) and second (16) sets of steerable wheels. The steering apparatus (10) includes first and second steering assemblies and a braking mechanism (200). The first steering assembly is actuatable to effect turning of the first set (14) of steerable wheels. The second steering assembly is actuatable to effect turning of the second set (16) of steerable wheels. The braking mechanism (200) locks the second set of steerable wheels (16) in position in response to a failure of the second steering assembly.

Abstract: Some embodiments of the invention include a vehicle having a chassis and an engine supported by the chassis, the engine coupled to a drive train useful for propelling the vehicle. The vehicle may include a steering indexing assembly useful for positioning a steering control between a first steering position having the steering control positioned generally along the longitudinal centerline of the vehicle and a second steering position having the steering control positioned laterally of the longitudinal centerline of the vehicle.

Abstract: An auxiliary vehicle steering system includes a user interface for receiving a user input and transmitting a control output signal associated with the input signal. The interface is located within the vehicle. A mechanism is included for rotating a vehicle's front wheels along an arcuate path offset 90 degrees from equilibrium. The front wheel rotating mechanism includes grooved plates that have tapered outer edge portions extending along an outer perimeter thereof. A mechanism is included for rotating a vehicle's rear wheels along an arcuate path offset 90 degrees from equilibrium. The rear wheel rotating mechanism includes grooved plates that have tapered outer edge portions extending along an outer perimeter thereof. A controller is coupled to the interface that receives the control output signal and instructs the front wheel and the rear wheel rotating mechanisms to contemporaneously register the wheels orthogonal to the vehicle so that same can be laterally displaced.

Abstract: A running stability control device for a vehicle having a steering device capable of steering steered vehicle wheels independently of a steering operation by a driver, estimating longitudinal forces of respective vehicle wheels, computing a yaw moment generated by a difference in the longitudinal forces of the vehicle wheels at left and right sides of the vehicle, computing a first compensation amount for a steering angle for decreasing the yaw moment, computing lateral forces generated in the steered vehicle wheels when they are steered for the first steering angle compensation amount, computing a second compensation amount for the steering angle for decreasing a sum of the lateral forces generated in the front and rear vehicle wheels when the steered vehicle wheels are steered for the first steering angle compensation amount, and computing a final steering angle for the steered vehicle wheels based upon the first and second steering angle compensation amounts.

Abstract: A rotary connector device equipped with a rotary connector and a steering angle sensor for detecting rotational angles of a steering wheel, includes one circuit board, in which the circuit board is used for the rotary connector and the steering angle sensor simultaneously. According to the device, since only one circuit board is provided, the total thickness is reduced as compared with other devices having a plurality of circuit boards in the related art.

Abstract: A target resultant force to be applied to a vehicle body is calculated, the magnitude of a critical friction circle of each wheel is estimated, and a critical resultant force is estimated from the estimated magnitude of the critical friction circle. Subsequently, a ratio of the target resultant force to a critical resultant force is set as an effective road friction, and the magnitude of a tire force is set by using the magnitude of the critical friction circle and the effective road friction. The direction of the tire force of each wheel to be controlled is set based on the sum of products, which are calculated for all other wheels, of a distance from the position of the wheel to be controlled to the position of the other wheel in a direction of the resultant force, and the magnitude of the tire force of the other wheel. Cooperative control of steering and braking or steering and driving of each wheel to be controlled is performed based on the magnitude and direction of the tire force which have been set.

Abstract: A steering system for a work vehicle adjusts the steering ratio in response to changes in the speed of the work vehicle.

Abstract: A vehicle steering system includes a steering input device, a front steering subsystem, a rear steering subsystem, a first force transmission route, a steering control mechanism, a second force transmission route, and a third force transmission route. The front steering subsystem is coupled to front motive members to steer the front motive members based upon movement of a front steering subsystem input shaft. The rear steering subsystem is coupled to rear motive members to steer the rear motive members based upon movement of a rear steering subsystem input shaft. The first force transmission route extends from the steering input device to the front steering subsystem input shaft, wherein force is transmitted from the input device to the front steering subsystem input shaft to steer the front motive members. The steering control mechanism has a movable input member and a movable output member.

Abstract: An object of the present invention is to provide a vehicle steering apparatus that detects the tire load, and based on the detected tire load, performs steering control which accurately reflects the road conditions. A vehicle steering apparatus of the present invention includes a control unit 14, which controls a steering actuator in accordance with the operation of a steering wheel 1. An operation reaction force generated by a reaction force actuator 9 is applied to the steering wheel. Within the tire W, stress sensors SL and SR and an air pressure sensor SP are provided. The control unit 14 controls the steering actuator 2 and the reaction force actuator 9 with referring to the tire load detected by these sensors.

Abstract: A method for implementing anti-static steering for vehicle steering systems includes receiving a desired rear wheel angle input and receiving a vehicle speed input. An approved rear wheel angle output is generated using the desired rear wheel angle input and the vehicle speed input, wherein the approved rear wheel angle is based upon one of a plurality of defined operating states, the plurality of operating states including operation at a speed in a first range, operation at a speed in a second range, and transitions therebetween.

Abstract: A vehicle motion control apparatus is provided for performing a vehicle stability control on the basis of a parameter indicative of lateral margin for a tire on a road. The apparatus includes a steering control device for controlling a relationship between a steering angle and a tire angle to be varied, and a decelerating control device for controlling a vehicle speed to be decreased. The parameter indicative of lateral margin for the tire is monitored, and the steering control device and the decelerating control device are controlled on the basis of the monitored parameter.

Abstract: A control apparatus for an electric power steering system is provided, which controls a motor for applying assist steering torque to a steering line of a vehicle at least according to steering torque signal of the steering line, vehicle velocity signal and motor current signal. The control apparatus includes a target current controller for setting target current signal for driving the motor, a deviation calculator for computing a deviation between the target current and motor current signals, a deviation adjuster for adjusting the deviation with a variable gain according to the vehicle velocity signal, a proportional element for executing proportional control for the motor, an integral element for executing integral control for the motor and an gain adjuster for adjusting the gain according to a differential of the steering torque signal.

Abstract: An electric power steering control device includes a memory. The memory is accommodated in the electric power steering control device mounted on a vehicle, and permits rewrite and storage of data. Transmitting a signal from an external of the vehicle allows the data stored in the memory to be rewritten.

Abstract: One of the mode lamps 38a, 38b and 38c of the mode indicator 38 corresponding to the current steering mode is turned on yellow and the other mode lamps are turned on green or turned off, thereby indicating whether front wheels 1, 1 and rear wheels 2, 2 are at neutral. A controller 39 does not operate a mode changing valve 24 even with an instruction outputted from a mode change switch 35 when the front and rear wheels are not at neutral, and operates, in response to an instruction outputted from the mode change switch 35, the mode changing valve 24 to establish a steering mode corresponding to the instruction when the front and rear wheels are at neutral. Also, the mode indicator 38 is controlled to always indicate, as the current steering mode, one corresponding to the steering mode actually established by the mode changing valve 24.

Abstract: In lane keep control apparatus and method for an automotive vehicle, a traveling state of the vehicle is detected, a determination is made on whether the vehicle has a tendency of a deviation from the traveling traffic lane according to the detected traveling state, a deviation avoidance control is executed for the vehicle in a direction to avoid the deviation according to the traveling state, steering angles before and after a start of the deviation avoidance control are detected, and a controlled variable of the deviation avoidance control is detected on the basis of a deviation between a steering angle before the start of deviation avoidance control and that after the start of deviation avoidance control when a determination is made that the vehicle has the tendency of the deviation.

Abstract: An improved system for achieving optimum steering angles for wheels incorporates a sensor which senses the steering angle of a first wheel. The sensed angle is sent to a control which then determines the optimum angle for the other steered wheel based upon known formulas. The optimum angle is determined, and an adjustment structure associated with the tie rod then drives the second wheel to achieve the optimum steered angle.

Abstract: The vehicle steering system includes front vehicle motive members, rear vehicle motive members, a steering input device, a front steering subsystem, a rear steering subsystem and a rear steering control mechanism. The front steering subsystem is operably coupled to the steering input device and coupled to the front motive members to steer the front motive members. The rear steering subsystem is coupled to the rear motive members to steer the rear motive members. The rear steering control mechanism includes a movable input member coupled to the steering input device so as to move in response to input from the device and a movable output member coupled to the rear steering subsystem. The rear steering subsystem adjusts steering of the rear motive members in response to movement of the output member.

Abstract: A steering characteristic control apparatus and method for a vehicle is disclosed which can carry out behavior control of the vehicle regarding a steering characteristic and so forth appropriately in accordance with the type of turning and the road surface situation. To this end, if the steering characteristic of the vehicle is placed into an oversteer or understeer state exceeding a reference level, then the control end condition when the steering characteristic is controlled to the neutral steer side by control of a braking mechanism is set in accordance with an estimated road surface ? state and the type of turning (steady turning or non-steady turning) of the vehicle. Upon steady turning, during traveling on a low ? road, it is set as the control end condition that the stability of the vehicle behavior is restored sufficiently, but during traveling on a high ? road, it is set as the condition that the stability of the vehicle behavior is restored to some degree so that the control can be ended rapidly.

Abstract: Steering angle is determined by the combined use of a potentiometer and a rotary encoder, and the correction of the error in the determination of the steering angle based on the time-dependent change of the potentiometer.

Abstract: A motor abnormality detection apparatus is capable of performing the abnormality detection of a motor (5) without supplying a special electric current thereto for abnormality detection in an ordinary control state. A motor control device (100) controls the motor (5) through vector control which is described by a two-phase rotating magnetic flux coordinate system having the direction of a field current as a d-axis direction and a direction orthogonal to the d-axis direction as a q-axis direction. A motor abnormality detection part (100h) (100h) performs an abnormality determination of the motor based on target impression voltages (Vd*, Vq*) impressed on the motor (5).

Abstract: An electric power steering apparatus includes a steering torque detector, a brushless motor PWM-driven with a three-phase alternating motor current, a target current setting section for setting a d-axis target current value and a q-axis target current value, motor current detectors for detecting motor current values supplied to the brushless motor, a three-phase AC/d-q coordinate transformation circuit, a first deviation calculation circuit for calculating a deviation of a current value of a q-axis detection signal from the q-axis target current value, a second deviation calculation circuit for calculating a deviation of a direct current value a d-axis detection current signal from the d-axis target current, a motor control section for controlling driving of the brushless motor through a vector control process on the basis of deviation signals outputted from the first and second deviation calculation circuits, and an attenuation device provided in a feedback transmission path of the q-axis detection current s

Abstract: The vehicle steering system includes front vehicle motive members, rear vehicle motive members, a steering input device, a front steering subsystem, a rear steering subsystem and a rear steering control mechanism. The front steering subsystem is operably coupled to the steering input device and coupled to the front motive members to steer the front motive members. The rear steering subsystem is coupled to the rear motive members to steer the rear motive members. The rear steering control mechanism includes a movable input member coupled to the steering input device so as to move in response to input from the device and a movable output-member coupled to the rear steering subsystem. The rear steering subsystem adjusts steering of the rear motive members in response to movement of the output member.

Abstract: A rear part of a vehicle body is supported by a rear-front axle (18) and a rear-rear axle (20), and right and left rear-front wheels (17) rotatably mounted at opposite ends of the rear-front axle (18) are constituted so as to be steered by a steering mechanism. The steering mechanism is driven by an actuator so as to steer the rear-front wheels (17), and the actuator (51) is controlled by the control means. The control means stops the steering of the rear-front wheels (17) when a vehicle speed is approximately zero, and the control means operates the actuator when a difference between a theoretical steering angle of the rear-front wheels (17), relative to that of the front wheels (15), and an actual steering angle exceeds a predetermined value even though the vehicle speed is approximately zero.

Abstract: A method is disclosed for determining a steering wheel angle calibration reference value in a vehicle. The vehicle includes a relative steering wheel angle sensor, which is unique in that it receives power directly from the vehicle's battery and interacts with the vehicle's car area network. The vehicle also includes an active yaw controller that interacts with the vehicle's car area network. The steering wheel angle calibration reference value only needs to be updated when power to the relative steering wheel angle sensor has been interrupted.

Abstract: A method and apparatus for controlling the steering of an automatic guided vehicle (AGV) includes simultaneously correcting the vehicle's heading and position errors. The vehicle may include first and second steering control loops that determine the vehicle's position and heading errors, respectively. Separate commands are generated from these control loops to steer the vehicle in a manner that tends to reduce these errors. The vehicle may include a forward and a rearward pair of wheels. For correcting position errors, the first control loop issues the same steering command to both the forward and rearward pair of wheels. For correcting heading errors, the second control loop issues a steering command to the rearward pair of wheels that is summed together with the first control loop's steering command prior to being applied to the rearward pair of wheels.

Abstract: The present invention involves a method of controlling a vehicle steer-by-wire system having two independent road wheels. In one embodiment, the method comprises providing a steering wheel control sub-system to generate road wheel reference angles and to produce steering feel for a vehicle driver. The method further includes providing a road wheel control sub-system including a multivariable road wheel controlled plant and a multivariable road wheel controller for controlling actual road wheel angles to track to road wheel reference angles within a servo control system structure having road wheel angular position feedback and road wheel angular rate feedback loops. The method includes modeling the multivariable road wheel controlled plant and implementing the multivariable road wheel controller.

Abstract: A reduction gear ratio n of a reduction gear is multiplied by a steering angular speed by a multiplier, and the deviation e achieved by subtracting a motor rotational speed from the multiplication value is integrated and then multiplied by an integration gain to achieve a current target value. The current target value is added with the multiplication value of the deviation e and a proportional gain in a phase compensator to perform phase compensation. The phase-compensation result is added with the value achieved by differentiating the motor rotational speed and multiplying the differential value thus achieved by a control gain in an inertia compensator to perform inertia compensation. Further, the value achieved by multiplying the motor rotational speed by a control gain is subtracted from the inertia-compensation result in a damping controller to perform damping control, and a final current target value. It is achieved from an adder.

Abstract: A rear wheel steering angle control apparatus is provided with a rear wheel steering angle determining unit and a rear wheel steering mechanism so as to determine a steering angle ratio based upon vehicle speed and perform a rear wheel steering angle control. An alerting unit alerts that the output of the rear wheel steering mechanism is beyond a predetermined allowable range when an observing unit detects a control condition being abnormal and releases the alert when the output of the rear wheel steering mechanism is within the predetermined allowable range.

Abstract: A vehicular steering control apparatus controls the wheel steering amount of wheels based on a steering angle and an assist angle obtained by multiplying a steering speed by a gain. If the amount of power control differs between the left wheel and the right wheel, the value of gain is increased. The amount of power control includes, for example, the amount of braking control and the amount of drive control. If the assist angle is increased by increasing the gain, the magnitude of the wheel steering amount relative to the steering angle increases, so that a driver can correct the orientation of the vehicle body by performing a small amount of steering operation.

Abstract: For a vehicle, all of whose road wheels are steerable wheels, the steering instructions are transmitted by electrical means. The vehicle path is altered by a device comprising a component which is similar to a steering wheel, and has two handles 32G, 32D arranged at a certain distance from the rotary shaft and preferably substantially symmetrically with respect to it. The rotary shaft is provided with at least one angle-of-rotation sensor 34 and has a sensor for the tilting force of the handles. The driver turns the handles 32G and 32D clockwise to turn right and anticlockwise to turn left. The driver applies selected tilting forces to the handles 32G and 32D to displace the vehicle transversely to the left or the right, while keeping its longitudinal orientation unchanged.

Abstract: An informing apparatus informs an operator of procedures for adjusting control parameters used in a control apparatus that controls an electric power steering apparatus based on various control parameter data. The power steering apparatus is used for the steering wheel of a vehicle. A storage portion stores various data. The data includes evaluation data, steering state data, control parameter data of the power steering control apparatus, and adjusting procedure data. The evaluation data is related to steering of the steering wheel. The steering state data represents the steering state when the evaluation data is obtained. The steering state data is related to the evaluation data. The control parameter data is related to the steering state data, and the evaluation data, and is being used when the evaluation data is obtained. The adjusting procedure data is used for adjusting the control parameter data such that the evaluation data is resolved.

Abstract: An electric power steering control system is arranged so as to control a drive current of a brushless motor that generates a steering assist force on the basis of a steering torque acting on a steering shaft and a vehicle speed.

Abstract: The present invention involves a method of controlling a vehicle having a steer-by-wire system with enhanced yaw stability during a yaw motion disturbance. The method includes generating a steering angle signal of the steer-by-wire system. The steering angle signal is indicative of a steering angle. The method further includes generating an extra road wheel angle signal using a gain scheduled proportional-integral control strategy and an instant proportional-integral control strategy configured to attenuate after a predetermined time lapse from a time zero. The extra road wheel angle signal is indicative of an extra road wheel angle to compensate for the yaw motion disturbance defining the time zero. The method further includes generating a road wheel angle signal indicative of a road wheel angle and applying torque to the road wheels to move the road wheels consistent with the road wheel angle based on the road wheel angle signal.

Abstract: A system for compensating for the oversteer of a motor vehicle includes a controller configured to receive input signals from at least one sensor. The controller may be configured to produce an output signal that is capable of being received by a steering system of the motor vehicle. The input signals typically include a steering pinion gear angle signal, a vehicle velocity signal, and a yaw rate signal. The output signal may be received by a motor that is configured to provide power assist to the steering system in order to maintain the stability of the motor vehicle during an oversteer condition. A method of using the system includes receiving the signals into the controller, producing at least one transmittable output signal to the steering system of the motor vehicle, and articulating at least one steerable wheel in response to the output signal.

Abstract: A nontrack-bound vehicle with arbitrarily steerable front wheels includes an additional rear-wheel steering system that operates automatically or may be switched to automatic operation and controls or regulates the steering angle of the rear wheels as a function of the steering angle of the front wheels and of further parameters. The additional rear-wheel steering system switches in a parameter-dependent manner between a drive-away mode and a normal mode to improve maneuverability and to reduce the swinging out of the rear during the drive-away mode. In the drive-away mode, the steering angle of the rear wheels is controlled or regulated so that the rear wheels are not adjusted beyond a steering angle assumed when the vehicle last halted.

Abstract: A road friction coefficient estimating apparatus for a vehicle includes a high friction coefficient road reference value estimating section for calculating a high friction coefficient road reference yaw rate based on a vehicle motion model when the vehicle travels on a road surface with high friction coefficient, an actual value estimating section for calculating an actual yaw rate, a Lissajou figure processing section for forming a Lissajou's figure based on the high friction coefficient road reference yaw rate and the actual yaw rate and for calculating a gradient and area of this Lissajou's figure, a road friction coefficient estimating section for estimating a road friction coefficient based on the area of the Lissajou's figure when the gradient is in the neighborhood of 45 degrees and for estimating a road friction coefficient based on a lateral acceleration when the gradient is out of the neighborhood of 45 degrees.

Abstract: Vehicular dynamic controlling apparatus and method for an automotive vehicle which can achieve a desired yaw rate output in response to a steering input by a vehicular driver even when the controlled vehicle is running in such a cornering limit range such that a vehicular lateral acceleration is relatively large without giving a steering maneuver different from that the vehicular driver desires to the vehicular driver.

Abstract: A vehicle steering mechanism to compensate for instabilities including a vehicle frame, a front axle coupled to the vehicle frame, the front axle further coupled to two front wheels, a rear axle coupled to the vehicle frame, the rear axle further coupled to two rear wheels, an actuator for changing the direction and angle of the two rear wheels, a trailer hitch coupled to the frame, at least one sensor for measuring instability in the trailer hitch, a controller processing the measured instability, and where the controller controls the actuator and the direction and angle of the two rear wheels to compensate for the measured instability.

Abstract: A control system for a plurality of motor vehicle chassis subsystems comprises a reference model, a state estimator, a feedforward controller, and a feedback controller. The reference model computes desired states of the chassis subsystems. The state estimator estimates actual states of the vehicle. The feedforward controller computes a control value based on input from the reference model, and the feedback controller computes a control value by comparing the estimates of actual states with the desired states.

Abstract: A simulated steering feel system 10 is provided including a magneto-rheological fluid rotary resistance device 12. The magneto-rheological fluid rotary resistance device 12 is utilized to impart improved feedback, torque to a steering wheel 32.

Abstract: A disable control system for a four-wheel steer vehicle disables rear-wheel steer capability when desired. The rear-wheel steer mechanism is responsive to, and at a fractional proportion of, the front wheel steering as a function of vehicle speed. The disable function operates in the dual, i.e. both front and rear steering mode only. The vehicle also includes a normal user selectable single steering mode, wherein only the front wheels are capable of being steered. Upon disablement of the rear wheel steering response, the control system automatically switches to the single steering mode, thus returning the rear wheels to a centered, zero steer angle, position.

Abstract: A disable control system for a four-wheel steer vehicle disables rear-wheel steer capability when desired. The rear-wheel steer mechanism is responsive to, and at a fractional proportion of, the front wheel steering as a function of vehicle speed. The disable function operates in the dual, i.e. both front and rear steering mode only. The vehicle also includes a normal user selectable single steering mode, wherein only the front wheels are capable of being steered. Upon disablement of the rear wheel steering response, the control system automatically switches to the single steering mode, thus returning the rear wheels to a centered, zero steer angle, position.

Abstract: A steering device for steering the wheels of a steering axle of a motor vehicle having at least three axles. The steering axle is designed as a trailing or leading axle, with a hydraulic arrangement which has an actuating assembly for the steering actuation of the wheels, and a regulating/control valve for pressure to act upon hydraulic connections of the actuating assembly and a clearing valve, by means of which the steering device can be changed over between normal operation and emergency operation. In the emergency operation, the hydraulic connections of the actuating assembly are connected to one another. Four throttle elements are provided. The first is arranged upstream and the second downstream of a connection point of the clearing valve to a first hydraulic line connecting the regulating/ control valve and actuating assembly.

Abstract: An electric power steering controller and a control method for assisting a driver during handling a steering wheel in a condition of a small road surface reaction torque of a tire by generating an auxiliary return torque for letting the steering wheel return to its original position. A first road surface reaction torque is estimated from a steering torque of a driver detected by a steering torque detector, a motor acceleration detected by a motor acceleration detector, and a motor current detected by a motor current detector. A second road surface reaction torque is estimated from a steering angle detected by a steering angle sensor, and a vehicle speed detected by a vehicle speed detector. Then, first and second auxiliary return torque signals of the steering wheel are computed from a road surface reaction torque, and, based on the computed result, a torque of the motor is controlled in direction so the steering wheel is returned to its original position.

Abstract: A yaw controller for a vehicle allows easy manipulation of controls for actively developing brake force in an particular right or left wheel to achieve the turning performance and cornering desired by the driver. A pair of lever style yaw moment booster switches [Y2 and Y1) extending out from the steering column is provided at the front (driver side) of the steering wheel (S3) along the right and left spokes (3b and 3a) from the center pad (1). The yaw moment booster switches (Y2 and Y1) can then be easily operated by the driver while holding the steering wheel (ST3) with both hands by simply extending a thumb to press the desired switch. More particularly, the switches are placed at approximately the ten o'clock and two o'clock positions of the steering wheel (ST3) slightly above the left and right spokes (3a and 3b).

Abstract: Controllability of a vehicle such as a skid steer loader is improved and the burden on an operator is reduced. When operation is conducted according to the first operation pattern, the pattern switching lever of the first switching valve is switched to the first operation pattern side and the pattern switching lever of the second switching valve is switched to the first operation pattern side. Furthermore, when operation is conducted according to the second operation pattern, the pattern switching lever of the first switching valve is switched to the second operation pattern side and the pattern switching lever of the second switching valve is switched to the second operation pattern side. Moreover, when operation is conducted according to the third operation pattern, the pattern switching lever of the first switching valve is switched to the third operation pattern side and the pattern switching lever of the second switching valve is switched to the third operation pattern side.

Abstract: A motor is stopped when a steering angular speed is not greater than a stop threshold VS and a motor electric current value Im is kept within a motor stop range &Dgr;I for a predetermined time period. The value of a steering torque increases as the motor electric current value Im increases. Therefore, the motor can assuredly be stopped when the steering torque is small. Further, when the motor is off, the sensitivity for motor actuation with respect to a change in the steering angle is set higher as the value of the steering angle increases.

Abstract: Motor vehicle steering system for driving a steering mechanism on the basis of an operation angle of an operation mechanism. The system includes: a behavioral variable computation section for performing computation on a behavioral variable indicative of a behavior of a motor vehicle; and a steering angle controlling section for sequentially updating a relationship between a steering angle of vehicle wheels and the operation angle of the operation mechanism on the basis of a value of the behavioral variable computed by the behavioral variable computation section and a preset target value of the behavioral variable and controlling the steering mechanism on the basis of the updated relationship. The behavioral variable may be a steady-state gain which is a steady-state ratio of the steering angle of the vehicle wheels to the operation angle of the operation mechanism.

Abstract: The invention concerns a steering device with a steering angle transducer, a steering drive having a motor (6) and a first gear, at least one wheel driven by the steering drive and a sensor arrangement (16) for detecting the angle position of the wheel with a detection device (21), which produces a reference signal for at least one reference position of the steering device.

Abstract: A method for detecting an erroneous travel direction or a defective yaw rate sensor 12 is disclosed. Two estimates of the vehicle yaw rate are gathered from separate criteria and are compared with one another as well as the measured vehicle yaw rate. Using these comparisons along with other information regarding vehicle travel, a conclusion of whether a travel direction signal is erroneous is made. This determination can then be used to modify the vehicle's brake control strategy.