JP2010181310A - Rotational angle/torque detection device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rotational angle/torque detection device that is used, for example, for detecting the rotational angle and torque of the steering of mainly vehicles and can detect rotational torque precisely and reliably without any errors. <P>SOLUTION: The rotational angle/torque detection device includes a rotational angle detection unit formed by a rotary gear 23, a first detection gear 24, a second detection gear 25, and rotational angle detection means 26, 27 for detecting the rotational angles in addition to a rotational torque detection unit. The rotational angle/torque detection device is obtained, which can detect rotational torque precisely and reliably without any errors by allowing a control means 20 connected to a rotational torque detection means 22 and the rotational angle detection means 26, 27 to correct errors in the rotational torque according to rotational angles and can also easily miniaturize the entire device. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a rotation angle / torque detection device mainly used for detection of a rotation angle and a rotation torque of a steering of an automobile.

  In recent years, with the advancement of advanced functions of automobiles, various rotational torque detectors and rotational angle detectors are used to detect the rotational torque and rotational angle of the steering and perform various controls of the vehicle such as a power steering device and a brake device. Things are increasing.

  Such a conventional rotational torque detection device will be described with reference to FIGS.

  FIG. 7 is a side view of a conventional rotational torque detection device, and FIG. 8 is an exploded perspective view thereof. In FIG. 7, 1 is a substantially cylindrical first rotating body that rotates in conjunction with steering, and 2 is a substantially cylindrical shape. A magnet 2 in which an N pole and an S pole are alternately formed at an angular interval of, for example, about 20 to 40 degrees is fixed to the lower end of the outer periphery of the first rotating body 1.

  3 is a substantially cylindrical second rotating body, 4 is a first magnetic body having a plurality of protrusions 4A formed on the inner periphery, and 5 is a second magnetic body having a plurality of protrusions 5A formed in the same manner. The second rotating body 3 is a magnetic body and is disposed below the first rotating body 1, and the first magnetic body 4 and the second magnetic body 5 are opposed to the magnet 2 via the spacer 6. Are fixed to the upper ends of the second rotary bodies 3 respectively.

  Reference numeral 7 denotes a wiring board disposed substantially parallel to the sides of the first rotating body 1 and the second rotating body 3, and a plurality of wiring patterns (not shown) are formed on the left and right surfaces, and a magnet. 2 is mounted with a magnetic detection element 8 such as a Hall element disposed between the first magnetic body 4 and the second magnetic body 5.

  The first magnetic body 4 and the second magnetic body 5, and the opposing magnet 2 and the magnetic detection element 8 form a rotational torque detecting means, and the wiring board 7 is made of electronic components such as a microcomputer. A control means 9 connected to the magnetic detection element 8 is formed.

  Furthermore, between the first rotating body 1 and the second rotating body 3, a substantially cylindrical shape such as a torsion bar whose upper end is fixed to the first rotating body 1 and lower end is fixed to the second rotating body 3. The connecting body 10 is provided, and the first rotating body 1 and the second rotating body 3 are fixed to each other via the connecting body 10 to constitute a rotational torque detecting device.

  Such a rotational torque detection device is mounted on the first rotary body 1 and the second rotary body 3 together with the rotation angle detection device and the like, and is mounted below the steering wheel of the automobile and controlled. The means 9 is connected to an electronic circuit (not shown) of the automobile body through a connector, a lead wire (not shown) or the like.

  In the above configuration, when the steering wheel is rotated, the first rotating body 1 rotates along with this, and after the connecting body 10 is twisted, the second rotating body 3 is slightly delayed from the first rotating body 1. At this time, for example, the rotational torque is small when the vehicle is traveling, so that the delay in the rotation of the second rotating body 3 with respect to the first rotating body 1 is small, and the rotational torque is large when the vehicle is stopped. The delay in rotation of the body 3 is increased.

  And with rotation of this 1st rotary body 1 and the 2nd rotary body 3, the magnet 2 fixed to these, and the 1st magnetic body 4 and the 2nd magnetic body 5 are somewhat behind this, too. The magnetic detection element 8 detects the change in magnetism between the N pole and the S pole of the magnet 2 that rotates and is alternately formed at a predetermined interval, via the first magnetic body 4 and the second magnetic body 5, Input to the control means 9.

  At this time, the magnetism detected by the magnetism detecting element 8 is the second magnet in which the first magnetic body 4 and the second magnetic body 5 are fixed to the first rotating body 1 to which the magnet 2 is fixed. When the rotation delay of the rotating body 3 is small, the magnetism is weak, and when the rotation delay is large, the magnetism is strong.

  That is, when the steering wheel is not rotated and is in a neutral position and the vehicle is in a straight traveling state, as shown in the partial plan view of FIG. 9A, a plurality of protrusions on the inner periphery of the first magnetic body 4 4A and the centers of the plurality of protrusions 5A on the inner periphery of the second magnetic body 5 are respectively located at the centers of the N poles and S poles formed alternately in the magnet 2, so that the magnetic force is balanced. .

  Accordingly, no magnetic flux is generated between the first magnetic body 4 and the second magnetic body 5, and the magnetism detected by the magnetic detection element 8 disposed between them is 0, and FIG. As shown in the voltage characteristic diagram, for example, a voltage T 1 of 2.5 V is output from the magnetic detection element 8 to the control means 9.

  On the other hand, in the state where the steering wheel is rotated and the first magnetic body 4 and the second magnetic body 5 start to rotate with a slight delay with respect to the magnet 2, as shown in FIG. Since 4A has an N-pole and the lower protrusion 5A has an S-polarity, a magnetic flux in the direction from the first magnetic body 4 to the second magnetic body 5 is generated. As a result, a voltage T2 of about 4 V, for example, is output to the control means 9, as shown in FIG.

  Then, the control means 9 calculates the rotational torque of the first rotating body 1, that is, the steering wheel, from the strength of the magnetism of the magnetic detecting element 8 detected via the first magnetic body 4 and the second magnetic body 5. This is output to the electronic circuit of the automobile body, and the electronic circuit calculates various data from the rotational torque, the rotational angle of the steering, the speed sensor mounted on each part of the vehicle body, etc. Various controls of the vehicle such as a brake device are performed.

  In other words, for example, when the vehicle is running and the steering torque is low, the power steering device is loosened and the steering wheel is rotated with a certain amount of heavy force. When the torque is large, the power steering device is used to a large extent so that the steering wheel can be rotated even with a light force.

  For example, when the steering wheel is rotated while the power steering device is in operation, the magnet 2 and the first magnetic body 4 and the second magnetic body 5 rotate slightly behind this as described above. At this time, as shown in FIG. 9C, the magnetism of the magnet 2 leaks from places other than the protrusions 4A and 5A, and the magnetism detecting element 8 detects this.

  The voltage waveform output from the magnetic detection element 8 to the control means 9 due to the leakage magnetic flux P is not a linear waveform as shown in FIG. As shown in FIG. 5, the voltage T3 or T4 repeatedly increases and decreases at intervals of a predetermined angle, and an error of about 3 to 5% occurs in the rotational torque detected by the control means 9.

  For this reason, in general, the gap between the outer periphery of the magnet 2 and the inner periphery of the first magnetic body 4 or the second magnetic body 5 is increased, that is, the distance between the magnet 2 and the magnetic detection element 8 is increased, thereby detecting the magnetic field. Measures are taken so that the element 8 does not detect the leakage magnetic flux P, but this limits the size of the entire rotational torque detector.

As prior art document information related to the invention of this application, for example, Patent Document 1 is known.
JP 2008-82826 A

  However, in the conventional rotational torque detecting device, an error occurs in the rotational torque detected by the control means 9 due to the leakage magnetic flux P from the magnet 2, and the distance between the magnet 2 and the magnetic detection element 8 is prevented in order to prevent this. However, there is a problem that it is difficult to reduce the overall size.

  SUMMARY OF THE INVENTION The present invention solves such a conventional problem, and an object thereof is to provide a rotation angle / torque detection device that can detect a rotational torque with high accuracy and accuracy without error.

  To achieve the above object, the present invention detects a rotation gear that rotates in conjunction with a steering together with a first rotating body, a detection gear that rotates in association with the rotation gear, and a rotation angle of the detection gear. The rotation angle detection means is provided, and the rotation torque detection means and the control means connected to the rotation angle detection means configure the rotation angle / torque detection device so as to correct the rotation torque error according to the rotation angle. By correcting the rotational torque error according to the rotational angle, the control means can detect the rotational torque with high accuracy and reliability, and can easily downsize the entire device. It is possible to obtain a simple rotation angle / torque detection device.

  As described above, according to the present invention, there is an advantageous effect that it is possible to realize a rotation angle / torque detection device that can detect a rotational torque with high accuracy and reliability without errors.

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

(Embodiment)
FIG. 1 is a sectional view of a rotation angle / torque detection device according to an embodiment of the present invention. FIG. 2 is an exploded perspective view of the same. In FIG. A first rotating body made of an insulating resin such as terephthalate, 12 is a substantially cylindrical holder such as copper or aluminum, 13 is a substantially cylindrical or substantially ring-shaped magnet such as ferrite or Nd-Fe-B alloy, The magnet 13 in which the N pole and the S pole are alternately formed at predetermined angular intervals of, for example, 30 degrees or 15 degrees is fixed to the lower end of the outer periphery of the holding body 12, and the upper periphery of the holding body 12 Fixed to the upper part of the inner periphery of one rotating body 11.

  14 is a substantially cylindrical second rotating body made of an insulating resin such as polybutylene terephthalate, 15 is a substantially ring-shaped first magnetic body such as permalloy, iron, Ni-Fe alloy, and 16 is a second rotating body. The second rotating body 14 is disposed below the first rotating body 11, and a plurality of protrusions 15 </ b> A are provided on the inner periphery of the first magnetic body 15. A plurality of protrusions 16A, for example, six or twelve are formed on the inner periphery of each of them at a predetermined angular interval, and these are opposed to the outer periphery of the magnet 13 with a predetermined gap.

  Reference numeral 17 denotes a substantially ring-shaped spacer made of copper, aluminum, or insulating resin. The first magnetic body 15 and the second magnetic body 16 are opposed to the magnet 13 via the spacer 17 and are rotated in the second direction. Each is fixed to the upper end of the body 14.

  Further, 18 is a wiring board such as paper phenol or glass-filled epoxy, and a plurality of wiring patterns (not shown) are formed on the left and right surfaces by copper foil or the like, and the first rotating body 11 and the second rotating body. A hole that is disposed substantially parallel to the side of the body 14 and that is disposed between the first magnetic body 15 and the second magnetic body 16 on the surface facing the magnet 13 and detects magnetism in the vertical direction. An element and a magnetic detection element 19 such as a GMR element for detecting the magnetism in the horizontal direction are mounted.

  The first magnetic body 15 and the second magnetic body 16, and the opposing magnet 13 and the magnetic detection element 19 form a rotational torque detection means 22, and the wiring board 18 has an electronic component such as a microcomputer. Thus, the control means 20 connected to the magnetic detection element 19 is formed.

  Further, between the first rotating body 11 and the second rotating body 14, a substantially cylindrical shape such as a torsion bar whose upper end is fixed to the first rotating body 11 and lower end is fixed to the second rotating body 14. A connecting body 21 made of steel or the like is provided to constitute a rotational torque detector.

  Furthermore, 23 is a substantially ring-shaped insulating resin or metal rotating gear having a spur gear portion formed on the outer peripheral lower surface, 24 is a first detection gear having a spur gear portion formed on the outer peripheral side surface, and 25 is a second detecting gear. The rotation gear 23 is fixed to the lower end of the outer periphery of the first rotating body 11, the first detection gear 24 is connected to the rotation gear 23, and the second detection gear 25 is connected to the first detection gear 24. Each meshes.

  Note that the diameter and the number of teeth of these gears are the largest in the rotating gear 23, decreasing in the order of the first detecting gear 24 and the second detecting gear 25. For example, the number of teeth of the rotating gear 23 is 48, The number of teeth of the first detection gear 24 is 32, and the number of teeth of the second detection gear 25 is 28.

  A magnet 26A is attached to the center of the first detection gear 24, and a magnet 27A is attached to the center of the second detection gear 25 by insert molding or the like, and are arranged substantially parallel to these sides. Magnetic detecting elements 26B and 27B such as AMR (anisotropic magnetoresistive) elements are respectively mounted on the opposite surfaces of the wiring board 18 facing the magnets 26A and 27A to form rotation angle detecting means 26 and 27. Has been.

  Further, these magnetic detection elements 26B and 27B are connected to the control means 20 to form a rotation angle detection unit, and the control means 20 is rotated according to the rotation angle from the rotation angle detection means 26 and 27. The rotational torque error value from the torque detection means 22 is stored, and the rotational angle / torque detection device is configured.

  That is, the rotation angle / torque detection device according to the present embodiment has a configuration in which a rotation angle detection unit that detects the rotation angle of the steering is integrally formed below the rotation torque detection unit that detects the rotation torque of the steering. ing.

  It should be noted that the rotational torque error value corresponding to the rotational angle to the control means 20 is actually stored after the first rotational body 11 or the first rotational body 11 is manufactured after the rotational angle / torque detection device as described above is manufactured. A tool or the like instead of the steering shaft is mounted on the second rotating body 14, and the first rotating body 11, the rotating gear 23, etc. are rotated a predetermined number of times to control each rotation angle / torque detection device. 20 is stored.

  The rotation angle / torque detection device configured as described above has a steering shaft mounted on the first rotating body 11 and the second rotating body 14 and is mounted below the steering wheel of the automobile, and a control means. 20 is connected to an electronic circuit (not shown) of the automobile body through a connector, a lead wire (not shown) or the like.

  In the above configuration, when the steering wheel is rotated, the first rotating body 11 is rotated with the rotation of the steering wheel, and the rotating gear 23 fixed to the lower end is rotated. Therefore, the first detecting gear meshed with the rotating gear 23 is rotated. 24 and the second detection gear 25 meshed with the first detection gear 24 rotate in conjunction with each other.

  As the first detection gear 24 rotates, the magnet 26A mounted in the center also rotates to change the direction of magnetism, and the magnetism detecting element 26B detects the direction of magnetism of the magnet 26A, and the magnetism. A tangent calculation, a linear approximation calculation, or the like is performed from the sine wave or cosine wave, and a substantially sawtooth angle detection signal L that repeatedly increases and decreases as shown in the angle waveform diagram of FIG. .

  Further, an angle detection signal M as shown in FIG. 3B is also output to the control means 20 from the magnetic detection element 27B facing the magnet 27A of the second detection gear 25. Since the detection gear 24 and the second detection gear 25 have different numbers of teeth, the angle detection signal L output from the magnetic detection element 26A and the angle detection signal M output from the magnetic detection element 27B are substantially sawtooth. The inclination angle and shape of the data waveform are different and have a phase difference and are input to the control means 20.

  Then, from these angle detection signals L and M, the control means 20 determines, for example, two rotations of the detection signal M of the second detection gear 25 from the angle θ1 of the second rotation of the detection signal L of the first detection gear 24. The angle θ2 of the eye is subtracted to calculate a linear phase difference signal N that gradually increases as shown in FIG. 3C, and the approximate rotation angle of the rotating gear 23 is first detected from this angle θ1-θ2. To do.

  Further, thereafter, the control means 20 determines from the angle θ1 of the detection signal L or the angle θ2 of the detection signal M and the number of teeth of each gear portion of the first detection gear 24 and the second detection gear 25 with respect to the rotating gear 23. The detailed rotation angle of the rotating gear 23 is detected and output to the electronic circuit of the automobile body.

  At this time, after the connecting body 21 is twisted with the rotation of the steering shaft and the first rotating body 11, the second rotating body 14 rotates slightly behind the first rotating body 11. When the vehicle is running, for example, the rotational torque is small, so the delay in the rotation of the second rotating body 14 with respect to the first rotating body 11 is small, and when the vehicle is stopped, the rotational torque is large. The delay increases.

  Then, as the first rotating body 11 and the second rotating body 14 rotate, the magnets 13 fixed to them, and the first magnetic body 15 and the second magnetic body 16 are slightly delayed. The magnetic detection element 19 detects the change in magnetism between the N pole and the S pole of the magnet 13 that rotates and is alternately formed at a predetermined interval, via the first magnetic body 15 and the second magnetic body 16, Input to the control means 20.

  That is, when the steering wheel is not rotated and is in a neutral position and the vehicle is in a straight traveling state, as shown in the partial plan view of FIG. 4A and the partial side view of FIG. The centers of the plurality of protrusions 15A on the inner periphery of the magnetic body 15 and the centers of the plurality of protrusions 16A on the inner periphery of the second magnetic body 16 are N poles and S poles alternately formed at predetermined angular intervals of the magnet 13. Since each is in the center, the magnetic force is balanced.

  Accordingly, no magnetic flux is generated between the first magnetic body 15 and the second magnetic body 16, and the magnetism detected by the magnetic detection element 19 disposed between them is 0, and FIG. As shown in the voltage characteristic diagram, for example, a voltage T1 of 2.5 V is output from the magnetic detection element 19 to the control means 20.

  In contrast, the steering wheel is rotated counterclockwise, for example, and the first magnetic body 15 and the second magnetic body 16 are moved relative to the magnet 13 as shown in FIGS. In a state where the rotation starts with a slight delay, the protrusion 15A has an N-pole and the lower protrusion 16A has an S-polarity, so that the magnetic flux in the direction from the first magnetic body 15 to the second magnetic body 16 is reduced. The magnetism detection element 19 detects this magnetism, and a voltage T2 of about 4 V, for example, as shown in FIG.

  When the steering wheel is rotated in the clockwise direction opposite to the above, a magnetic flux in the direction from the second magnetic body 16 to the first magnetic body 15 is generated. Is detected, and as shown in FIG. 6A, for example, a voltage T5 of about 1 V is output to the control means 20.

  The control means 20 calculates the rotational torque of the steering shaft from the strength of the magnetism of the magnetic detection element 19 detected through the first magnetic body 15 and the second magnetic body 16, and this is calculated as The electronic circuit calculates the rotational torque, the rotation angle of the steering shaft from the control means 20 described above, or various data from a speed sensor mounted on each part of the vehicle body, and the power steering. Various controls of the vehicle such as a device and a brake device are performed.

  That is, the rotational torque from the control means 20 is adjusted to the running or stopped state of the vehicle. For example, when the vehicle is running and the rotational torque of the steering is small, the power steering device is loosened and the steering wheel is adjusted to some extent. When the vehicle is stopped and the steering torque is large, the power steering device can be used greatly to rotate the steering wheel even with a light force. .

  Alternatively, depending on the rotation angle from the control means 20, when the steering wheel is largely rotated, the braking device is intermittently operated. When the steering wheel is rotated slightly, the braking device is continuously used. For example, the brake device is controlled according to the rotation of the steering wheel.

  At this time, as described above, the control means 20 stores in advance the value of the rotational torque error from the rotational torque detecting means 22 corresponding to the rotational angle from the rotational angle detecting means 26 and 27. Using this value, the control means 20 corrects the rotational torque data from the magnetic detection element 19.

  That is, for example, when the steering wheel is rotated while the power steering device is operating, the magnet 13 and the first magnetic body 15 and the second magnetic body 16 rotate slightly behind this as described above. At this time, as shown in FIG. 4C and FIG. 5C, the magnetism of the magnet 13 leaks from places other than the protrusions 15A and 16A, and the magnetism detecting element 19 detects this.

  Therefore, the voltage waveform output from the magnetic detection element 19 to the control means 20 due to the leakage magnetic flux P is not a linear waveform as shown in FIG. As shown in (), it is a wave that repeatedly increases and decreases at intervals of a predetermined angle such as voltages T3, T4, and T6.

  However, when the rotation angle of the first rotating body 11 is θ3 as shown in FIG. 6 (b), for example, the control means 20 has an error of δ3. When the rotation angle is θ4, since the error is δ4, the error value of the rotation torque that repeatedly increases and decreases periodically at a predetermined angle is stored. The rotational torque data from the element 19 is corrected, and the linear voltages T1, T2, and T5 as shown in FIG. 6A are supplied from the control means 20 to the electronic circuit of the automobile body as rotational torque data. Is output.

  That is, in addition to the rotational torque detector, the rotational angle detector formed from the rotational gear 23, the first detection gear 24, the second detection gear 25, and the rotational angle detectors 26 and 27 for detecting the rotational angles thereof. And the control means 20 connected to the rotation torque detection means 22 and the rotation angle detection means 26 and 27 corrects the error of the rotation torque according to the rotation angle, thereby causing an error due to the leakage magnetic flux P from the magnet 13. There is no, and it is comprised so that detection of rotational torque can be performed with high precision and reliability.

  Therefore, it is not necessary to widen the gap between the outer periphery of the magnet 13 and the inner periphery of the first magnetic body 15 or the second magnetic body 16 so that the magnetic detection element 19 does not detect the leakage magnetic flux P. It is also possible to easily downsize the entire detection device.

  Furthermore, when detecting the rotational torque as described above, if either the first magnetic body 15 or the second magnetic body 16 is eccentric or inclined and the vertical distance between them is not uniform. While the first magnetic body 15 and the second magnetic body 16 make one rotation, the intensity of the magnetism detected by the magnetic detection element 19 varies. As shown in FIG. For example, a voltage waveform having a voltage difference Δ is output between the start and end points of one rotation and the intermediate point.

  However, also in this case, after the rotation angle / torque detection device is manufactured as described above, the first rotating body 11 and the rotating gear 23 are rotated a predetermined number of times, and the control means 20 is rotated according to the rotation angle. By storing the torque error value, the control means 20 uses this value to correct the rotational torque data from the magnetic detection element 19, and there is no voltage difference Δ to the electronic circuit of the automobile body. It becomes possible to output linear voltages T1, T2, and T5 as shown in FIG. 6A as rotational torque data.

  It should be noted that the present invention can also be implemented with a configuration in which the rotational torque detector and the rotational angle detector are separately formed and connected to the control means 20 or the electronic circuit by a lead wire or the like. By forming the rotational torque detecting unit and the rotational angle detecting unit integrally and detecting the rotational torque and the rotational angle by the control means 20, the number of components can be reduced and the apparatus can be formed at low cost. Further, downsizing can be achieved more easily.

  In the above description, the configuration in which the rotation angle detection unit is integrally formed below the rotation torque detection unit has been described. However, the outer peripheral side surface is formed on the side of the first rotation body 11 and the second rotation body 14. The spur gear 23, the first detection gear 24, and the second detection gear 25, each having a spur gear portion, are meshed and arranged, and a rotation angle detection unit is integrally formed on the side of the rotation torque detection unit. It is good also as a structure.

  As described above, according to the present embodiment, in addition to the rotational torque detector, the rotational gear 23, the first detection gear 24, the second detection gear 25, and the rotational angle detection means 26 for detecting these rotational angles In addition to providing the rotation angle detection unit formed from 27, the control means 20 connected to the rotation torque detection means 22 and the rotation angle detection means 26 and 27 corrects the error of the rotation torque in accordance with the rotation angle. It is possible to obtain a rotation angle / torque detection device that can detect a rotational torque with high accuracy and accuracy, and that can easily downsize the entire device.

  In the above description, the configuration in which the first detection gear 24 is engaged with the rotation gear 23 and the second detection gear 25 is engaged with the first detection gear 24 to form the rotation angle detection unit has been described. Implementation of the present invention may be achieved by a configuration in which both the first detection gear 24 and the second detection gear 25 are meshed with the rotation gear 23, or a configuration in which only one of them is meshed with the rotation gear 23. Is possible.

  The rotation angle / torque detection device according to the present invention can be realized with no error and capable of detecting rotation torque with high accuracy and reliability, mainly for detecting the rotation angle and rotation torque of an automobile steering wheel. Useful.

Sectional drawing of the rotation angle and torque detection apparatus by one embodiment of this invention Exploded perspective view Same angle waveform chart Partial plan view Side view of the same part Same voltage characteristics Side view of a conventional rotational torque detector Exploded perspective view Partial plan view Same voltage characteristics

DESCRIPTION OF SYMBOLS 11 1st rotary body 12 Holding body 13 Magnet 14 2nd rotary body 15 1st magnetic body 15A, 16A Protrusion part 16 2nd magnetic body 17 Spacer 18 Wiring board 19 Magnetic detection element 20 Control means 21 Connection body 22 Rotation torque detection means 23 Rotation gear 24 First detection gear 25 Second detection gear 26, 27 Rotation angle detection means 26A, 27A Magnet 26B, 27B Magnetic detection element

Claims (1)

A first rotating body that rotates in conjunction with the steering, a second rotating body that is fixed to the first rotating body via a connecting body, and a rotating torque that detects the rotating torque of the first rotating body Detecting means, a rotating gear that rotates in conjunction with the steering, a detecting gear that rotates in conjunction with the rotating gear, a rotating angle detecting means that detects the rotation angle of the detecting gear, and the rotational torque detecting means and the rotation A rotation angle / torque detection device comprising control means connected to the angle detection means, wherein the control means corrects an error in the rotation torque in accordance with the rotation angle.

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