JP2009080137A - Magnetostrictive torque sensor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simply-structured magnetostrictive torque sensor in which demagnetization of its rotary shaft can easily be realized. <P>SOLUTION: In the magnetostrictive torque sensor of an electric power steering system, a demagnetization means M2 can supply an AC current to coils 40A, 40B and demagnetizes the rotary shaft so as to prevent torque detection accuracy from degradation, even if the magnetization of the rotary shaft may reduce the torque detection accuracy. In this case, the use of those coils 40A, 40B for torque detection as the ones for demagnetization enables reduction in number of parts and simplification of structure and also mutual impact between the power distribution to the coils 40A, 40B for demagnetization and the power distribution to the coils 40A, 40B for torque detection can be avoided because a switching means 57 switches the operations of a torque detection means M1 and the demagnetization means M2 based on a torque detection signal VT3. Additionally, the demagnetization of the rotary shaft can be achieved only as required, because the rotary shaft when magnetized activates the demagnetization means M2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention provides a rotating shaft having a magnetostrictive portion formed on a surface thereof, a coil surrounding the periphery of the rotating shaft, and a torque applied to the rotating shaft by detecting a change in magnetic characteristics of the magnetostrictive portion by the coil. The present invention relates to a magnetostrictive torque sensor provided with torque detecting means for detecting.

  A pair of magnetostrictions formed so that the steering torque sensor that detects the steering torque input to the steering wheel of the electric power steering device has magnetic anisotropies in opposite directions on the outer periphery of the rotating shaft that transmits the steering torque. And a change in the permeability of the pair of magnetostrictive films that change in accordance with the torsional deformation of the rotating shaft. Japanese Patent Application Laid-Open Publication No. 2004-228707 detects a steering torque input to a rotating shaft by detecting the torque based on the above.

JP 2001-133337 A

  By the way, if the rotating shaft of such a steering torque sensor is magnetized, the magnetic characteristics thereof may change and the detection accuracy of the steering torque may be lowered. Therefore, it is necessary to demagnetize the magnetized rotating shaft. . This demagnetization is performed by supplying an alternating current to a coil that surrounds the outer periphery of the rotating shaft. However, since a coil for torque detection is already provided on the outer periphery of the rotating shaft, a coil for degaussing is provided. Not only is it difficult to secure a space, but if both coils are provided, there is a problem that the number of parts increases and the structure becomes complicated.

  The present invention has been made in view of the above circumstances, and an object thereof is to enable demagnetization of the rotating shaft of a magnetostrictive torque sensor with a simple structure.

  In order to achieve the above object, according to the first aspect of the present invention, there is provided a rotary shaft having first and second magnetostrictive portions having magnetic anisotropies in opposite directions on the surface, and a first , Detecting changes in the magnetic characteristics of the two coils surrounding the second magnetostrictive portion and the first and second magnetostrictive portions with a torque detection signal obtained based on the difference between the outputs of the two coils. A magnetostrictive torque sensor comprising torque detecting means for detecting torque applied to the rotating shaft, wherein the coil is demagnetized to demagnetize the rotating shaft using the two coils. And a switching means for switching between the operation of the torque detection means and the operation of the demagnetization means, and the switching means changes from the torque detection means to the demagnetization means based on the torque detection signal. Operation Wherein the changing Ri, magnetostrictive torque sensor, wherein the magnetostrictive torque sensor is proposed.

  According to the invention described in claim 2, in addition to the configuration of claim 1, the switching means outputs the torque detection signal output from the torque detection means when no torque is input to the rotating shaft. A magnetostrictive torque sensor is proposed in which the operation is switched from the torque detection means to the demagnetization means based on a comparison between the torque detection means and the reference voltage.

  According to a third aspect of the invention, in addition to the configuration of the second aspect, when the vehicle equipped with the magnetostrictive torque sensor is stopped or when the steering wheel of the vehicle is not operated. A magnetostrictive torque sensor is proposed in which no torque is input to the rotating shaft.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, the magnetostrictive torque sensor is used for detection of steering torque in the electric power steering apparatus. A magnetostrictive torque sensor is proposed.

  The pinion shaft 17 of the embodiment corresponds to the rotating shaft of the present invention, and the first and second magnetostrictive films 39A and 39B of the embodiment correspond to the magnetostrictive portion of the present invention. The second coils 40A and 40B correspond to the coil of the present invention, and the transistor 57 of the embodiment corresponds to the switching means of the present invention.

  According to the present invention, when the rotating shaft of the magnetostrictive torque sensor is magnetized, the torque detection accuracy decreases. However, demagnetizing the rotating shaft with the degaussing means can prevent a decrease in torque detection accuracy. Since the detection coil can be used as a degaussing coil, the number of parts can be reduced and the structure can be simplified. In addition, since the operation is switched from the torque detection means to the demagnetization means based on the torque detection signal, the torque detection means and the demagnetization means do not operate at the same time. Therefore, energization to the coil for demagnetization and to the coil for torque detection It can be avoided that the energization of each other affects each other.

  In particular, according to the invention of claim 4, since the magnetostrictive torque sensor is used for detecting the steering torque in the electric power steering apparatus, it is possible to accurately detect the steering torque and accurately control the electric power steering apparatus. it can.

Overall perspective view of electric power steering device 2-2 line enlarged sectional view of FIG. Circuit diagram of degaussing circuit The figure which shows the change characteristic of the torque detection signal with respect to steering torque The figure which shows the waveform of the alternating current generated by the electric charge of the capacitor The figure which shows the state by which the pinion shaft was magnetized and the state demagnetized Complaint correspondence diagram

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 7 show an embodiment of the present invention. FIG. 1 is an overall perspective view of an electric power steering apparatus, FIG. 2 is an enlarged sectional view taken along line 2-2 of FIG. 1, and FIG. FIG. 4 is a diagram showing a change characteristic of the torque detection signal with respect to the steering torque, FIG. 5 is a diagram showing a waveform of an alternating current generated by the electric charge of the capacitor, and FIG. 6 is a state where the pinion shaft is magnetized and demagnetized. FIG. 7 is a diagram corresponding to a claim.

  As shown in FIG. 1, the upper steering shaft 12 that rotates integrally with the steering wheel 11 includes a pinion shaft 17 that protrudes upward from the speed reducer 16 via an upper universal joint 13, a lower steering shaft 14, and a lower universal joint 15. Connected to. Tie rods 19 and 19 projecting from the left and right ends of the steering gear box 18 connected to the lower end of the speed reducer 16 are connected to knuckles (not shown) of the left and right wheels WL and WR. The speed reducer 16 is connected to a rotating shaft of a motor M, and the operation of the motor M is controlled by an electronic control unit U to which a signal from a steering torque sensor St housed in the speed reducer 16 is input. .

  As shown in FIG. 2, the speed reducer 16 includes a lower case 21 that is integral with the steering gear box 18, and an upper case 23 that is coupled to the upper surface by bolts 22. The pinion shaft 17 is rotatably supported by ball bearings 26 and 27. A pinion 28 provided at the lower end of the pinion shaft 17 meshes with a rack 30 provided on a rack bar 29 supported inside the steering gear box 18 so as to be movable left and right. A pressing member 31 is slidably accommodated in a through hole 18 a formed in the steering gear box 18, and the pressing member 31 is attached to the rack bar 29 by a spring 33 disposed between the nut member 32 closing the through hole 18 a. By biasing toward the back, the rack 30 and the pinion 28 can be engaged with each other without play. A worm 37 provided on the rotating shaft 34 of the motor M extending inside the speed reducer 16 meshes with a worm wheel 38 fixed to the pinion shaft 17.

  The steering torque sensor St for detecting the steering torque input to the steering wheel 11 is formed so as to cover the surface of the pinion shaft 17 with a predetermined width, for example, first and second magnetostrictive films 39A made of Ni—Fe plating, 39B, a first coil 40A surrounding the first magnetostrictive film 39A, a second coil 40B surrounding the second magnetostrictive film 39B, a first yoke 42A surrounding the first coil 40A, and a second yoke surrounding the second coil 40B 42B. A demagnetizing circuit C for demagnetizing the magnetized pinion shaft 17 is connected to the first coil 40A and the second coil 40B. The demagnetizing circuit C includes first and second output selection circuits 43A and 43B and a differential amplifier circuit 44. Is connected. The demagnetizing circuit C has a function of exciting the first and second exciting coils 40A and 40B for detecting the steering torque.

  Next, the structure of the degaussing circuit C will be described with reference to FIG.

  One end of the first coil 40A is connected to the first resistor 51A, the other end is connected to the collector terminal of the NPN transistor 52, and is connected to the first output selection circuit 43A. The second coil 40B has one end connected to the second resistor 51B, the other end connected to the collector terminal of the PNP transistor 53, and also connected to the second output selection circuit 43B. The terminal on the opposite side of the first coil 51A of the first resistor 51A and the terminal on the opposite side of the second coil 40B of the second resistor 51B are connected to the collector terminal of the NPN transistor 54 and are connected to the PNP transistor 55. Connected to the collector terminal. The emitter terminals of the two PNP transistors 53 and 55 are connected to one end of a capacitor 56 having a relatively large capacity, and are connected to the collector terminal of a PNP transistor 57. The other end of the capacitor 56 is grounded, and the emitter terminal of the PNP transistor 57 is connected to a power source 58 having a constant voltage (for example, 5V). The emitter terminals of the two NPN transistors 52 and 54 are grounded.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  First, the normal steering torque detection function of the steering torque sensor Sa will be described. For example, when the ignition switch is turned on, the PNP transistor 57 is turned on and the power source 58 is connected to the capacitor 56 and the emitter terminals of the two PNP transistors 53 and 55, and the capacitor 56 is gradually charged to the voltage on the power source 58 side. Rises to the voltage of the power supply 58. When the emitter terminals of the two PNP transistors 53 and 55 rise to the voltage of the power source 58, for example, after the PNP transistor 55 and the NPN transistor 52 are simultaneously turned on in a short predetermined time, the PNP transistor 53 and the NPN transistor By turning ON 54 at a frequency of about several tens of kHz, an alternating current is supplied to the first and second coils 40A and 40B.

  When an alternating current is supplied to the first and second coils 40A, 40B in this way, when the steering torque is input to the pinion shaft 17, the inductance of the first magnetostrictive film 39A changes from L to L + ΔL, and the second Since the inductance of the magnetostrictive film 39B changes from L to L−ΔL, and the change amount ΔL is proportional to the applied steering torque, the change amount ΔL is detected by the first and second coils 40A and 40B.

That is, the output of the first coil 40A is converted to a voltage by the first resistor 51A to become the first voltage signal VT1, and the output of the second coil 40B is converted to a voltage by the second resistor 51B to become the second voltage signal VT2. The first and second output selection circuits 43A and 43B to which the first and second voltage signals VT1 and VT2 are respectively input are the first and second output timings when the PNP transistor 55 and the NPN transistor 52 are turned on. It functions as a rectifier circuit that takes in and holds the voltage signals VT1 and VT2. The first and second output selection circuits 43A and 43B output first and second voltage signals VT1 ^* and VT2 ^* corresponding to the first and second voltage signals VT1 and VT2, respectively. The signals VT1 ^* and VT2 ^* are input to the differential amplifier circuit 44, where a third voltage signal (torque detection signal) corresponding to the magnitude of the steering torque is calculated and output.

This will be described with reference to FIG. The differential amplifier circuit 44 to calculate a third voltage signal by multiplying the gain k to VT1 ^* -VT2 ^* obtained by subtracting from the ^* first signal voltage VT1 second signal voltage VT2 ^* (torque detection signal). Since the first signal voltage VT1 ^* increases as the steering torque increases and the second signal voltage VT2 ^* decreases as the steering torque increases, the third voltage signal increases as the steering torque increases. When the steering torque is 0, the third voltage signal is biased to a predetermined bias voltage Vb (for example, 2.5 V).

VT3 = k (VT1 ^* -VT2 ^* ) + Vb
In this way, when the pinion shaft 17 is twisted together with the first and second magnetostrictive films 39A and 39B by the steering torque input to the steering wheel 11, the first and second magnetostrictive films 39A and 39B and the first and second magnetostrictive films 39A and 39B are deformed. By changing the magnetic flux density along the two magnetic paths constituted by the yokes 42A and 42B, the steering torque can be detected based on the change in the magnetic flux density.

Incidentally, as shown in FIG. 4A, if the voltage signals VT1 ^* and VT2 ^* when the steering torque is 0 match, the torque detection signal VT3 at that time matches the bias voltage Vb. However, when the pinion shaft 17 provided with the first and second magnetostrictive films 39A and 39B is magnetized by the magnetic force generated by the first and second coils 40A and 40B during torque detection, FIG. As shown, the voltage signals VT1 ^* and VT2 ^* when the steering torque is 0 are inconsistent, and the torque detection signal VT3 at that time is deviated from the bias voltage Vb.

  In the example of FIG. 4B, when the steering torque is + T1, the deviation ΔV1 of the torque detection signal VT3 based on the bias voltage Vb is used, but when the steering torque is −T1, the bias voltage Vb is used as a reference. The deviation of the torque detection signal VT3 becomes ΔV2, and the deviations ΔV1 and ΔV2 respectively corresponding to the steering torques + T1 and −T1 having the same absolute value become inconsistent, which causes the steering feeling to deteriorate.

Therefore, in the present embodiment, the magnetized pinion shaft 17 is demagnetized by the degaussing circuit C, thereby eliminating the mismatch between the voltage signals VT1 ^* and VT2 ^* when the steering torque is zero.

  Hereinafter, the operation of demagnetizing the pinion shaft 17 by the demagnetizing circuit C will be described.

  The circuit that supplies an alternating current to the first and second coils 40A and 40B when detecting the steering torque is partially shared with the degaussing circuit C that demagnetizes the pinion shaft 17, so that demagnetization is performed during the detection of the steering torque. Therefore, when the vehicle is stopped (the vehicle speed is 0), or when the steering wheel 11 is not operated (when the steering torque is 0), and the pinion shaft 17 is magnetized. It is executed when it is.

  Whether or not the pinion shaft 17 is magnetized can be determined based on whether or not the torque detection signal VT3 when the steering torque is not input matches the bias voltage Vb. If the steering wheel 11 is operated during demagnetization, demagnetization is stopped at that time.

  First, the PNP transistor 57 is turned OFF with the capacitor 56 fully charged, and the PNP transistor 55 and the NPN transistor 52 in the first diagonal position in this state are in the second diagonal position. An alternating current is supplied from the capacitor 56 to the first and second coils 40A and 40B by alternately turning on / off the PNP transistor 53 and the NPN transistor 54. That is, when the PNP transistor 55 and the NPN transistor 52 in the first diagonal position are simultaneously turned on, current in the direction of arrow a flows through the first and second coils 40A and 40B, and conversely the second diagonal position. When the PNP transistor 53 and the NPN transistor 54 are simultaneously turned on, a current in the direction of arrow b flows through the first and second coils 40A and 40B. As shown in FIG. 5, this alternating current attenuates as the charge stored in the capacitor 56 decreases.

Thus, by supplying the first and second coils 40A and 40B with an alternating current due to the electric charge of the capacitor 56, the pinion shaft 17 was magnetized and aligned in one direction as shown in FIG. 6A. As shown in FIG. 6B, the magnetic domains are demagnetized in different directions by the alternating magnetic field generated by the alternating current. As a result, the mismatch between the voltage signals VT1 ^* and VT2 ^* when the steering torque is 0 can be eliminated, and the steering torque can be detected with high accuracy.

  FIG. 7 is a diagram corresponding to the claim of the invention described in claim 1 of the present application. In the degaussing circuit C, torque detection for supplying an alternating current to the first and second coils 40A and 40B in order to detect the steering torque. Means M1 and demagnetizing means M2 for supplying an alternating current to the first and second coils 40A, 40B to demagnetize the magnetized pinion shaft 17 are included. The torque detection means M1 and the demagnetization means M2 are both composed of four transistors 52 to 55, and exhibit two functions of torque detection and demagnetization by making their ON / OFF control modes different. The PNP transistor 57 constituting the switching means can selectively switch between a state in which the power source 58 is connected to the torque detecting means M1 and a state in which the capacitor 56 is connected to the demagnetizing means M2.

  As described above, the first and second coils 40A and 40B for torque detection are also used as degaussing coils, so that the number of parts can be reduced and the structure can be simplified compared to the case where a degaussing coil is separately provided. become. In addition, since the operation of the torque detecting means M1 and the operation of the demagnetizing means M2 can be switched by ON / OFF of the PNP transistor 57, energization and torque detection for demagnetizing the first and second coils 40A and 40B are possible. It can be avoided that the energization of each other affects each other. Furthermore, since both the torque detection means M1 and the demagnetization means M2 are constituted by four common transistors 52 to 55, the number of parts can be reduced as compared with the case where the torque detection means M1 and the demagnetization means M2 are provided independently. In addition, the structure can be simplified.

  Further, since the demagnetizing means M2 is activated when the pinion shaft 17 is magnetized, unnecessary energization of the first and second coils 40A and 40B can be avoided. Moreover, since the torque detecting means M1 and the demagnetizing means M2 do not operate simultaneously, the operations of the torque detecting means M1 and the demagnetizing means M2 do not affect each other.

  Further, since the pinion shaft 17 is demagnetized with a constant charge stored in the capacitor 56, it is possible not only to perform demagnetization without excess and deficiency, but also it is not necessary to provide a special power source for demagnetization other than the power source 58.

  Furthermore, since the steering torque sensor Sa of the present embodiment is used for detection of the steering torque in the electric power steering apparatus, the steering torque can be detected with high accuracy and the electric power steering apparatus can be accurately controlled.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, although the steering torque sensor St is exemplified in the embodiment, the present invention can be applied to a torque sensor for any application that detects torque input to the rotating shaft.

  In the embodiment, the circuit for generating an alternating current based on the electric charge stored in the capacitor 56 is configured by a bridge circuit in which four transistors 52 to 55 are combined. However, any circuit other than the bridge circuit is used. be able to. The alternating current is not limited to the rectangular wave of the embodiment, and may be a sine wave.

11 Steering wheel 17 Pinion shaft (rotating shaft)
39A First magnetostrictive film (magnetostrictive part)
39B Second magnetostrictive film (magnetostrictive part)
40A 1st coil (coil)
40B Second coil (coil)
57 PNP transistor (switching means)
M1 Torque detection means M2 Demagnetization means Vb Reference voltage VT1 Coil output VT2 Coil output VT3 Torque detection signal

Claims (4)

The rotating shaft (17) having the first and second magnetostrictive portions (39A, 39B) having opposite magnetic anisotropies on the surface and the periphery of the first and second magnetostrictive portions (39A, 39B) Changes in the magnetic characteristics of the two coils (40A, 40B) and the first and second magnetostrictive portions (39A, 39B), respectively, of the outputs (VT1, VT2) of the coils (40A, 40B). A magnetostrictive torque sensor comprising torque detection means (M1) for detecting torque applied to the rotating shaft (17) by detecting with a torque detection signal (VT3) obtained based on the difference,
Demagnetizing means (M2) for supplying a demagnetizing alternating current to the coils (40A, 40B) in order to demagnetize the rotating shaft (17) using the two coils (40A, 40B);
Switching means (57) for switching between the operation of the torque detection means (M1) and the operation of the demagnetization means (M2),
The switching means (57) switches the operation from the torque detection means (M1) to the demagnetization means (M2) based on the torque detection signal (VT3).   The switching means (57) compares the torque detection signal (VT3) output from the torque detection means (M1) with a reference voltage (Vb) when no torque is input to the rotating shaft (17). 2. The magnetostrictive torque sensor according to claim 1, wherein the operation is switched from the torque detecting means (M1) to the demagnetizing means (M2).   When the vehicle equipped with the magnetostrictive torque sensor is stopped or when the steering wheel (11) of the vehicle is not operated, the torque is not input to the rotating shaft (17). The magnetostrictive torque sensor according to claim 2, wherein   The magnetostrictive torque sensor according to any one of claims 1 to 3, wherein the magnetostrictive torque sensor is used for detection of steering torque in an electric power steering apparatus.

Images