Claims:1. A method for determining tire pressure in a vehicle, the method comprising:
receiving, by an electronic control unit [ECU], a signal corresponding to current drawn by a motor (4) associated with a steering column (50), from an electronic power assisted steering [EPAS] module of the vehicle, upon receiving a trigger signal to determine tire pressure in the vehicle;
comparing, by the ECU (1), the current drawn by the motor (4) with predetermined values in a look-up table;
determining, by the ECU (1), tire pressure based on the comparison; and
indicating, by the ECU (1), tire pressure through an indication unit (9) based on the determination.

2. The method as claimed in claim 1, wherein the electronic power assisted steering [EPAS] module generates a signal corresponding to current drawn by the motor (4) when a steering wheel coupled to the steering column (50) is rotated in at least one direction.

3. The method as claimed in claim 2, wherein the electronic power assisted steering [EPAS] module generates a signal corresponding to current drawn by the motor (4) for steering the steering wheel of the vehicle, when condition of the vehicle is at least one of a parked condition and a halt condition.

4. The method as claimed in claim 1, wherein the look-up table is stored in a memory unit associated with the EPAS module (3).

5. The method as claimed in claim 1, wherein the look-up table includes predetermined data correlating the steering angle, current drawn by the motor (4) and a steering wheel (11) torque corresponding to rack-load associated with the steering column (50), corresponding to various pressure values of the tire.

6. The method as claimed in claim 1, wherein the trigger signal is generated based on at least one of a first engine cranking signal after a lapse of predetermined time and a user input through an actuation element (10).

7. The method as claimed in claim 1, wherein the current drawn by the motor (4) from the EPAS module (3) is proportional to at least one of angular displacement and torque sensed by one or more sensors (2) associated with the steering column (50).

8. A system (100) for determining tire pressure in a vehicle, the system (100) comprising:
an electronic control unit [ECU], communicatively coupled to one or more sensors (2) and an electronic power assisted steering [EPAS] module, wherein the ECU (1) is configured to:
receive a signal corresponding to current drawn by a motor (4) associated with a steering column (50), from the EPAS module (3), wherein the EPAS module (3) is configured to determine current drawn by the motor (4), based on a signal from the one or more sensors (2) corresponding to at least one of angular displacement and torque required by the motor (4) for steering the vehicle to at least one direction of the vehicle;
compare the current drawn by the motor (4) with a predetermined value of a look-up table in the EPAS system (100);
determine tire pressure based on comparison; and
indicate tire pressure through an indicating unit coupled to the ECU (1), based on determining.

9. The system (100) as claimed in claim 8, wherein the EPAS module (3) generates a signal corresponding to current drawn by a motor (4) when a steering wheel associated with the steering column (50) is rotated in at least one direction.

10. The system (100) as claimed in claim 8, comprises a memory unit associated with the EPAS module (3), wherein the memory unit stores the look-up table including predetermined data correlating the steering angle, current drawn by the motor (4) and a rack-load associated with the steering column (50), corresponding to various tire pressure of the vehicle.

11. A vehicle comprising a system (100) for determining tire pressure as claimed in claim 8. , Description:TECHNICAL FIELD
The present disclosure relates to automobiles. Particularly, but not exclusively, the present disclosure relates to tire pressure determination in a vehicle. Further, embodiments of the present disclosure disclose a method and a system for determining tire pressure in the vehicle having an Electronic Power Assisted Steering [EPAS] module.

BACKGROUND
Vehicles, in general, are provisioned with manufacturer-defined tire dimensions for specific chassis length and ground clearance. The tire dimensions are calculated based on various factors, including, but not limited to, load to be borne by the vehicle, terrain in which the vehicle is to be run, and the like. Further, based on such factors performance of the vehicle such as, but not limited to, fuel efficiency of the vehicle, maneuverability of the vehicle [for example, turn radius and speed of vehicle while cornering], and the like may be calculated. Also, under certain circumstances, tire pressure [referred to as pressure in tire] in wheels of the vehicle should be maintained at manufacturer-defined pressure, where such pressure can be considered as optimum and safe-pressure limit, for maneuvering the vehicle. However, if tire pressure in one of the wheels vary from its conjugate pair, then the vehicle may be prone to various jeopardies such as, but not limited to, wheel misalignment, lag in response of the vehicle for maneuvering, drop in fuel efficiency, and the like. In addition, some of the abovementioned scenarios may lead to fatal accidents, whereby imperiling lives of commuters in the vehicle.

Conventionally, various mechanisms and apparatus have been developed in order to recognize loss and/or variation in tire pressure in the vehicle, in order to enhance safety measures as well as improving fuel efficiency. The conventional mechanisms and/or apparatus may include pressure measuring devices that may be directly coupled to either chassis of the vehicle or to wheels of the vehicle, whereby rendering accessibility for determining tire pressure in the vehicle on-the-run. Such pressure measuring devices may inherently complicate the design of the chassis or wheel base of each wheel of the vehicle.

With advent of technology, indirect means for measuring the tire pressure has been developed, where the tire pressure in the vehicle may be determined by various parameters including, but not limited to, wheel rotation speed, fuel consumption rate, inclination of the vehicle relative to a flat surface, and the like. However, such conventional means of measuring tire pressure would require the vehicle to be in mobile/moving condition, where such mobility of the vehicle under improper/unbalanced tire pressure in the vehicle may be catastrophic.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional systems.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a method and system as claimed and additional advantages are provided through the method and the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a method for determining tire pressure in a vehicle is disclosed. The method comprises steps of receiving a signal by an electronic control unit [ECU] corresponding to current drawn by a motor associated with a steering column, from an electronic power assisted steering [EPAS] module of the vehicle. Such signal is received upon receiving a trigger signal to determine tire pressure in the vehicle. Further, the ECU is configured to compare the current drawn by the motor with predetermined values in a look-up table associated with the EPAS module. The ECU then determines tire pressure based on the comparison and correspondingly indicates tire pressure through an indication unit associated with the vehicle, based on the determination.

In an embodiment of the present disclosure, the electronic power assisted steering [EPAS] module generates a signal corresponding to current drawn by the motor when a steering wheel coupled to with the steering column is rotated in at least one direction.

In an embodiment of the present disclosure, angle of rotation of the steering wheel ranges from 30° to 80°.

In an embodiment of the present disclosure, the electronic power assisted steering [EPAS] module generates a signal corresponding to current drawn by the motor for steering the steering wheel of the vehicle, when condition of the vehicle is at least one of a parked condition and a halt condition.

In an embodiment of the present disclosure, the look-up table includes predetermined data correlating the steering angle, current drawn by the motor and a rack-load associated with the steering column, corresponding to various pressure values of the tire. The look-up table is stored in a memory unit associated with the EPAS module.

In an embodiment of the present disclosure, the trigger signal is generated based on at least one of a first engine cranking signal after a lapse of predetermined time and a user input through an actuation element.

In an embodiment of the present disclosure, the current drawn by the motor from the EPAS module is proportional to at least one of angular displacement and torque sensed by one or more sensors associated with the steering column.

In another non-limiting embodiment of the present disclosure, a system for determining tire pressure in a vehicle is disclosed. The system includes an electronic control unit [ECU], communicatively coupled to one or more sensors and an electronic power assisted steering [EPAS] module. The ECU is configured to receive a signal corresponding to current drawn by a motor associated with a steering column, from the EPAS module. The EPAS module is configured to determine current drawn by the motor, based on a signal from the one or more sensors corresponding to at least one of angular displacement and torque required by the motor for steering the vehicle to at least one direction of the vehicle. Further, the ECU is configured to compare the current drawn by the motor with a predetermined value of a look-up table in the EPAS system. The ECU then determines tire pressure based on comparison and indicates tire pressure through an indicating unit coupled to the ECU, based on determining. This way, tire pressure is determined when the vehicle is has zero speed or at parked condition and when the vehicle is cranked or an actuation element is operated for performing such determination of tire pressure. Due to such conditions for determining tire pressure, factors such as, fuel efficiency, safety and the like, may be improved.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a schematic view of a system of determining tire pressure in a vehicle, in accordance with one embodiment of the present disclosure.

Figure 2 is a flowchart illustrating a method in which tire pressure in the vehicle is determined, in accordance with one embodiment of the present disclosure.

Figure 3 is a graph illustrating rack-load as a function of tire pressure, in accordance with one embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or mechanism.

Embodiments of the present disclosure disclose a system for determining tire pressure in a vehicle. The system includes an electronic control unit [ECU], communicatively coupled to one or more sensors and an electronic power assisted steering [EPAS] module. The ECU is configured to receive a signal corresponding to current drawn by a motor associated with a steering column upon receiving a trigger signal to check the tire pressure, from the EPAS module. The EPAS module is configured to determine current drawn by the motor, based on a signal from the one or more sensors corresponding to at least one of angular displacement and torque required by the motor for steering the vehicle to at least one direction of the vehicle. Further, the ECU is configured to compare the current drawn by the motor with a predetermined value of a look-up table in the EPAS system. The ECU then determines tire pressure based on comparison and indicates tire pressure through an indicating unit coupled to the ECU, based on determining.

The disclosure is described in the following paragraphs with reference to Figures 1 to 3. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the method and the system as disclosed in the present disclosure may be used in any vehicle including, but not liming to, passenger car, heavy vehicles, light duty vehicles, motorcycles, or any other vehicle.

Figure 1 is an exemplary embodiment of the present disclosure which illustrates a system (100) for determining tire pressure in a vehicle [not illustrated in the figures]. The system (100) is configured to indirectly determine the tire pressure in the vehicle, whereby maintaining wheel base of the vehicle unaltered in its design. The system (100) may be configured to determine tire pressure in wheels (7) of the vehicle either individually or in pairs [for example, either as pair of front wheels (7) or as pair of rear wheels (7)] or as a comparative pressure amongst all wheels (7) of the vehicle. In an embodiment, the system (100) may recognize deficient tire pressure in one wheel of the pair of wheels (7) or as comparative pressure in each of the wheels (7). Further, the system (100) may sense such wheel having deficient tire pressure due to deviation in orientation and/or inclination [for example, angular position of the vehicle] of the one wheel from the remaining wheels (7) and relative to gradient of terrain surface. In order to determine quantity of remaining tire pressure within the wheel, post-deflation, the vehicle may be brought to halt or may be maintained at parked condition.

Further, the system (100) may be associated with a steering column (50) of the vehicle, that may be responsive to maneuvering of the vehicle and may be configured to determine tire pressure in the vehicle. The vehicle may be maneuvered and regulated in directions based on actuations or operations of a steering wheel (11) being operated by a user [or interchangeably referred to as driver], where the steering wheel (11) may be coupled to with the steering column (50). The steering wheel (11), through a steering shaft (12) in the steering column (50), may be operatively coupled to at least two wheels (7) [for example, front wheels (7) or rear wheels (7)] of the vehicle, for the user to selectively direct movement for the vehicle. The steering column (50) may further include a motor (4), that may be coupled proximal to an end of a steering shaft (12), which may be opposite to an other end of the steering shaft (12) having the steering wheel (11). The motor (4) may be driven by driving means including, but not limited to, mechanism means, piezoelectric means, and the like. In the illustrative embodiment, the motor (4) may be communicatively coupled to an electronic source, such as, a battery (8), through which the motor (4) may be powered for steering the wheels of the vehicle. The motor (4) may be configured to amplify rotational motion provided to the steering wheel (11) by the user, whereby the motor (4) may correspondingly transmit amplified rotational motion to a torsion bar (5), that may be positioned between the motor (4) and one end of the steering shaft (12). The torsion bar (5) may be directly coupled to one end of the steering shaft (12) or may be coupled to auxiliary components such as, but not limited to, a gear arrangement. Additionally, the torsion bar (5) may be coupled to motion transmitting arrangement such as, but not limited to, a ball-screw arrangement, shafts, a lead-screw arrangement, and the like, where such an arrangement may be configured to transmit motion from the torsion bar (5) to linkages that may be associated with regulating orientation and/or direction of at least one corresponding wheel of the vehicle. In the illustrative embodiment, the torsion bar (5) may be connectable to a rack-pinion gear arrangement, in order connect with at least one corresponding wheel of the vehicle. The steering wheel (11), the steering shaft (12), the motor (4), the torsion bar (5) and the rack-pinion gear arrangement may be tandemly operated in order to regulate direction of at least one wheel in the vehicle.

Again referring to Figure 1, the motor (4) and/or the torsion bar (5) may be selectively interfaced with one or more sensors (2), to sense change in relative movement [that is, angular displacement or rate at which angular movement is performed] required for steering the vehicle, as a result of operating the steering wheel (11) by the user. The one or more sensors (2) may be configured to sense such change in relative movement in the motor (4) and/or torsion bar (5) when a trigger signal is operated by the user. In an embodiment, when tire pressure is low in the wheels (7) (7) of the vehicle, then efforts required for steering and/or positioning the wheels of the vehicle about either sides may also increase. Such efforts may consist of parameters including, but not limited to, power drawn by motor (4), angular displacement of the torsion bar (5), load acting on the rack-pinion arrangement (6) and the like. In an embodiment, the motor (4) coupled to a power source such as, the battery (8), may be configured to draw more current in order to compensate deficient tire pressure in at least one wheels (7) of the vehicle for correspondingly orienting [or interchangeably referred to as “steering”] and/or rotating remaining wheels (7) of the vehicle. Also, the torsion bar (5), and in-turn the rack-pinion arrangement (6), may be configured to undergo further displacement or angular movement, in order to compensate deficient tire pressure in at least one wheel of the vehicle for correspondingly orienting and/or rotating remaining wheels (7) of the vehicle. In continuation, the one or more sensors (2) may be configured to sense parameters including, angular displacement of the torsion bar (5), angular position of torsion bar (5), load acting on the rack-pinion arrangement (6), and the like. The one or more sensors (2) may sense such parameters and may generate a signal corresponding to such sensed parameter to an electronic power assisted steering module (3) [herein after interchangeably referred to as EPAS module (3)] of the vehicle.

In an embodiment, the EPAS module (3) may be configured to receive signals from each of the one or more sensors (2) and may be configured convert such signals of various parameters as a function of current drawn by the motor (4) in the steering column (50). Also, the EPAS module (3) may include a look-up table stored in a memory unit [not shown in Figures] associated with the EPAS module (3). The look-up table may consist of a predetermined data [for example, collective and extensive data] correlating steering angle [defined as an angle of rotation of the steering wheel (11)] of the steering shaft (12) or steering wheel (11), current drawn by the motor (4) and torque corresponding to rack-load on rack-pinion arrangement (6) [or referred to as rack-load] associated with the steering column (50), corresponding to various pressure values of the tire in the vehicle. The EPAS module (3) may be communicatively coupled to an electronic control unit (1) [herein after interchangeably referred to as ECU (1)], which may be configured to compare the current drawn by the motor (4) with predetermined values in the look-up table in order to determine tire pressure based on the comparison. The ECU (1) may then indicate the tire pressure through an indication unit (9) associated with the vehicle based on the determination.

In an embodiment, the ECU (1) may be a centralised control unit of the vehicle or may be a dedicated control unit to the system (100) associated with the centralised control unit of the vehicle. The ECU (1) also be associated with other control units including, but not limited to, Transmission control unit, brake control unit, and the like. Further, the EPAS module (3) may be integral part of the ECU (1) or may be communicatively coupled to the ECU (1). The ECU (1) may include specialized processing units such as integrated system (100) (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, other line of processors, and the like.

Referring now to Figure 2 which is an exemplary embodiment of the present disclosure illustrating a flow chart for determining tire pressure in a vehicle. In an embodiment, the method may be implemented in any vehicle including, but not limited to, passenger vehicle, commercial vehicle, mobility vehicles, and the like.

The method may describe in the general context of processor executable instructions in the ECU (1). Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.

The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 201, the one or more sensors (2) receive a trigger signal by the user, for determining tire pressure in the vehicle. The trigger signal may be initiated by operating an actuation element (10), which may be at least one of a switch, a push-button, a lever, a knob, a tactile element, and the like, which may be associated with the steering column (50) or the vehicle, intended for determining tire pressure in the vehicle. Further, the actuation element (10) may be operational when the vehicle is at halt [that is, speed of the vehicle is zero] or when the vehicle is at parked condition. Also, the trigger signal may be generated by the actuation element (10) based on at least one of a first engine cranking signal after a lapse of predetermined time [for example, one hour, one day, one week, and the like] and input through the actuation element (10) by the user. The one or more sensors (2), upon receiving the trigger signal, may determine parameters associated with steering column (50) and/or wheels (7) of the vehicle, when the steering wheel (11) is rotated in at least one direction (for example, in clockwise or anti-clockwise direction) about a longitudinal axis of the vehicle [for example, steering towards left and/or right side of the vehicle]. The parameters may be at least one of angular displacement and torque required by the motor (4) for steering the vehicle to at least one direction of the vehicle. The one or more sensors (2) may also be configured to sense the steering angle of the steering shaft (12) or steering wheel (11), angular displacement of the torsion bar (5) and the rack-load acting on rack of the rack-pinion arrangement (6), for assisting in determining angular position and/or torque required by the motor (4). The one or more sensors (2) generates and transmits signal pertaining to sensed parameters, to EPAS module (3) upon receiving the trigger signal to determine tire pressure in the vehicle.

At block 202, the EPAS module (3) may be configured convert signals of various parameters received from the one or more sensors (2), as a function of current drawn by the motor (4) in the steering column (50). The EPAS module (3) further consists of the look-up table, which may consist of extensive data [for example, having either experimental or normalized values] correlating power [in general aspects, gradient current] required for motor (4) to undergo angular displacement and/or produce torque required for performing necessary steering about the longitudinal axis of the vehicle, based on input provided by the user via the steering wheel (11).

Further, the extensive data in the look-up table may provide a correlation between factors for operating the motor (4) and the rack-load in the steering column (50), with respect to steering angle [defined bout the longitudinal axis of the vehicle] of the steering wheel (11) on operated by the user. Based on either the experimental or normalized values in the look-up table, the EPAS module (3) may be configured to determine the current [or referred to as gradient current] drawn by the motor (4) to correspondingly operate the wheels (7) of the vehicle, about the longitudinal axis of the vehicle, based on steering angle provisioned via the steering wheel (11). In an embodiment, the steering wheel (11) of the vehicle may be operable to a number of rotations relative to the steering shaft (12) to maneuvering the vehicle, however, to determine the current drawn by the motor (4), the steering wheel (11) may be rotated to the steering angle that may range from 30° to 80° about a longitudinal axis of the vehicle. Additionally, at least one of angular displacement and torque sensed by one or more sensors (2) may be proportional to the current drawn by the motor (4) from the EPAS module (3). With this correlation, the EPAS module (3) may transmit a signal corresponding to current drawn by the motor (4), for steering the wheels (7) of the vehicle based on input through the steering wheel (11), to the ECU (1).

At block 203, the ECU (1), upon receipt of the signal from the EPAS module (3), may be configured to compare such current value with that of various parameter in the look-up table, associated with tire pressure in the vehicle. For example, for a wheel having manufacturer-defined tire pressure of about 34psi, the current drawn by the motor (4) for steering the wheel to one side of the vehicle may be 15mA to about 20mA. However, when at least one wheel of the vehicle may possess tire pressure less than the manufacturer-defined tire pressure value, then the motor (4) may require current that may exceed 20mA, from the battery (8) associated with EPAS module (3). Such excess current drawn by the motor (4) may be indicated by the EPAS module (3) to the ECU (1), in order to determine tire pressure value in such wheel and also correspondingly determine which wheel of the vehicle may have such tire pressure. Based on such comparison of the current drawn, the ECU (1) may be configured to determine its complementary tire pressure in the vehicle, as shown in block 204.

At block 205, tire pressure determined by the ECU (1) may be indicated to the user, through an indication unit (9) associated with the vehicle. The indication unit (9) may be at least one of an audio unit, a video unit and an audio-video unit, that may indicate the tire pressure in the vehicle to the user.

Referring now to Figure 3, which graphically indicates tire pressure as a function of the rack-load acting in the steering column (50). Here, each quadrant of the graph may indicate each wheel position about a central axis of the vehicle. Further, each gradient line passing through the quadrants may indicate corresponding load experienced by the rack in the rack-pinion arrangement (6) with respect to different tire pressures in each wheel of the vehicle. For example, when the tire pressure in each wheel of the vehicle is 34psi, then the rack-load experienced by the rack of the rack-pinion arrangement (6) may be in the range of about 6500N to about 7000N. While, for tire pressure in each wheel being 12psi, the rack-load experienced by the rack of the rack-pinion arrangement (6) may be in the range of about 10000N to about 11000N. That is, as indicated in the graph, with decrease in tire pressure, the load acting on the rack may increase, thereby rendering greater efforts required for steering about the longitudinal axis of the vehicle. Additionally, the graph of Figure 3 indicates various loads acting on the rack, at different tire pressures in the vehicle. For sake of simplicity, it is considered that each wheel of the vehicle may possess equal tire pressure, however, such may not be a scenario in real-time. At the real-time, the graph may deviate from that illustrated in Figure 3.

In an embodiment, the system (100) requires minimal or no modifications to the wheelbase or may be for chassis of the vehicle and hence, the system (100) may be adaptable in conventional vehicles, and minimal cost.

In an embodiment, the method can be implemented in the vehicle without any modifications or the requirement of new hardware components.

EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numeral
System 100
Steering column 50
Electronic control unit 1
One or more sensors 2
Electronic power assisted steering module 3
Motor 4
Torsion bar 5
Rack-pinion arrangement 6
Wheels 7
Battery 8
Indication unit 9
Actuation element 10
Steering wheel 11
Steering shaft 12
Method steps 201-205