JP2012103175A - Electrically-driven power steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electrically-driven power steering device for solving conventional problems being not solved yet while maintaining high reliability of a torque sensor.SOLUTION: The electrically-driven power steering device includes a torque sensor. The torque sensor applies an AC signal to two bridge circuits each comprising two pairs of detection coils whose impedances are changed in opposite directions according to torque generated in a rotation shaft, and resistors respectively connected to the two pairs of detection coils in series, and detects the torque based on a difference signal of the bridge circuits. The two pairs of detection coils are included in a yoke so as to share one yoke with two detection coils.

Description

  The present invention relates to an electric power steering apparatus that applies a steering assist force by a motor to a steering system of an automobile or a vehicle, and more particularly to a torque sensor that detects torque generated on a rotating shaft.

  Conventionally, as a non-contact type torque sensor used as torque detection means of an electric power steering device, for example, one disclosed in Patent Document 1 is known. In this torque sensor, the twist of the torsion bar proportional to the torque is converted into a change in inductance of the detection coil, and the change in inductance is detected by a bridge circuit constituted by a pair of detection coils and resistors. That is, an AC voltage is supplied to a bridge circuit including a first arm and a second arm configured by a pair of detection coils and resistors, and an output appears at a connection portion of the detection coils and resistors of the first arm. The differential voltage between the voltage and the output voltage appearing at the connection between the detection coil of the second arm and the resistor is detected by a differential amplifier to obtain a torque signal.

  However, in the torque sensor described in Patent Document 1, a pair of detection coils and resistors are connected on a printed wiring board so as to form a bridge circuit. The detection coil and printed wiring board are connected by soldering, etc., but if the connection is not made securely due to poor soldering, contact resistance is generated between the detection coil or resistor and the printed wiring board, which is inaccurate. There is a disadvantage that a large torque signal is output.

  For example, Patent Document 2 discloses a torque sensor that can cope with the recent increase in size of an electric power steering apparatus while solving such inconvenience. In this torque sensor, two identical detection circuits are redundantly connected to a bridge circuit composed of a pair of detection coils and resistors. As a result, the abnormality can be easily detected, and even if an abnormality occurs in one of the detection circuits, the steering assist can be continued by the torque signal from the other detection circuit.

Japanese Patent Laid-Open No. 10-38715 JP 2006-267045 A

  However, the above-described torque sensor disclosed in Patent Document 2 has a configuration in which four coils, each included in a coil yoke, are arranged along the axial direction. Therefore, there is a problem that the layout of the torque sensor in the axial direction is limited.

  In addition, the torque sensor of Patent Document 2 described above has a configuration including four coils, so that the variation in magnetic balance acting on each coil becomes larger than in the configuration including two coils. There has been a problem that the detection sensitivity varies.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electric power that eliminates the above-described unsolved problems as described above while maintaining high reliability of the torque sensor. The object is to provide a steering device.

  The above-mentioned object of the present invention is to provide two detection coils comprising two pairs of detection coils whose impedances change in opposite directions according to the torque generated on the rotating shaft, and resistors connected in series to the two pairs of detection coils. An electric power steering apparatus including a torque sensor that applies an AC signal to each bridge circuit and detects the torque based on a difference signal of each bridge circuit, wherein the two detection coils each detect two This is achieved by an electric power steering device characterized in that the coil is included in the yoke so as to share one yoke.

  The above-mentioned object of the present invention is composed of two pairs of detection coils whose impedances change in opposite directions according to the torque generated on the rotating shaft, and resistors connected in series to the two pairs of detection coils. An electric power steering apparatus including a torque sensor that applies an AC signal to each of two bridge circuits and detects the torque based on a difference signal of each of the bridge circuits, the yoke including the two pairs of detection coils This is achieved by an electric power steering device characterized in that a magnetic shield material is disposed around the motor.

  According to the electric power steering apparatus of the present invention, the two pairs of detection coils constituting the torque sensor are included in the yoke so that each of the two detection coils shares one yoke. A 4-coil configuration can be realized while maintaining the axial dimensions for installation to be the same as in the case of 2-coils. As a result, the degree of freedom of layout in the axial direction of the torque sensor can be improved.

  Further, according to the electric power steering apparatus of the present invention, since the magnetic shield material is disposed around the yoke containing the two pairs of detection coils, the magnetic balance variation that is likely to occur when the four-coil configuration is formed. As a result, torque detection sensitivity can be stabilized.

It is sectional drawing which shows the principal part structure of the electric power steering apparatus which concerns on 1st Embodiment of this invention. It is a perspective view which shows the torque sensor of the electric power steering apparatus which concerns on 1st Embodiment of this invention. It is a figure for demonstrating the protrusion of the surface of a sensor shaft part, and the window arrangement | positioning of a cylindrical member. It is a figure which shows the example of a characteristic of an inductance of a torque and a detection coil. It is a block diagram which shows an example of the torque detection circuit of the electric power steering apparatus which concerns on 2nd Embodiment of this invention. It is a perspective view which shows the torque sensor of the electric power steering apparatus which concerns on 2nd Embodiment of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an electric power steering apparatus according to the present invention will be described with reference to the drawings.

  FIG. 1 is a cross-sectional view showing the main structure of the electric power steering apparatus according to the first embodiment of the present invention, and FIG. 2 shows the torque sensor of the electric power steering apparatus according to the first embodiment of the present invention. It is a perspective view.

  An input shaft 1 is arranged inside the housings 5a and 5b which are divided into two on the input shaft side and the output shaft side, and a torsion bar 3 disposed inside the cylindrical input shaft 1, and a torsion bar The output shaft 2 connected to the input shaft 1 via the bar 3 is rotatably supported by bearings 6a, 6b and 6c. The input shaft 1, the torsion bar 3, and the output shaft 2 are arranged coaxially. The input shaft 1 and the torsion bar 3 are, for example, pin-coupled, and the torsion bar 3 and the output shaft 2 are, for example, spline-coupled. A steering wheel (not shown) is integrally attached to the left end side of the input shaft 1, and a pinion shaft 2 a is integrally formed on the output shaft 2. The pinion shaft 2 a meshes with a rack 4 and is known. The rack and pinion type steering mechanism is configured. Further, a worm wheel 7 that is coaxial with and rotates integrally with the output shaft 2 is fixed to the output shaft 2 and meshes with a worm 8 that is driven by a motor (not shown).

  The rotational force of the motor is transmitted to the output shaft 2 via the worm 8 and the worm wheel 7, and steering assist in an arbitrary direction is given to the output shaft 2 by appropriately switching the rotation direction of the motor.

  The torque sensor is coaxially disposed outside the right end of the input shaft 1 shown in FIG. 1, and the torque detector of the torque sensor is a sensor shaft formed on the right end side of the input shaft 1 as shown in detail in FIG. Part 11, two pairs of detection coils 131, 141 and detection coils 132, 142 disposed inside the housing 5 a, and a cylindrical member 12 disposed therebetween.

  A sensor shaft portion 11 made of a magnetic material is formed on the outer side near the right end of the input shaft 1, and a plurality of ridges 11 a extending in the axial direction are provided on the surface of the sensor shaft portion 11 in the circumferential direction. The grooves 11b are formed at equal intervals along the ridges 11a and are wider than the width t1 of the ridges 11a.

  Further, on the outside of the sensor shaft portion 11, a cylindrical member 12 made of a conductive and non-magnetic material, for example, aluminum, which is close to the sensor shaft portion 11, is arranged coaxially with the sensor shaft portion 11, The extension 12 e of the cylindrical member 12 is fixed to the outside of the end 2 e of the output shaft 2. The cylindrical member 12 includes a first window row composed of a plurality of rectangular windows 12a arranged at equal intervals in the circumferential direction at positions facing the protrusions 11a on the surface of the sensor shaft portion 11; A second window row comprising a plurality of rectangular windows 12b having the same shape as the window 12a and having different phases in the circumferential direction is provided at positions shifted from each other in the axial direction.

  The outer periphery of the cylindrical member 12 is surrounded by yokes 151 and 152 around which detection coils 131, 141, 132, and 142 of the same standard are wound. That is, the detection coils 131, 141, 132, and 142 are arranged coaxially with the cylindrical member 12, the detection coils 131 and 132 surround the first window row portion formed of the window 12a, and the detection coils 141 and 142 are the window 12b. Surrounding the second window row portion. The detection coils 131 and 141 are included in the yoke 151 so as to share the yoke 151, and the detection coils 132 and 142 are included in the yoke 152 so as to share the yoke 152. The yokes 151 and 152 are fixed inside the housing 5a, and the output lines of the detection coils 131, 141, 132, and 142 are connected to the circuit board 200 disposed inside the housing 5a. The circuit board 200 is provided with a torque detection circuit described later.

  FIGS. 3A and 3B are views for explaining the arrangement of the ridges 11a on the surface of the sensor shaft portion 11 and the windows 12a and 12b of the cylindrical member 12, and FIG. FIG. 3B shows the positional relationship between the protrusions 11a on the surface of the sensor shaft portion 11 and the window 12a of the cylindrical member 12 in a state where the torsion bar 3 is not twisted, and FIG. 3B shows a reference position (the torsion bar 3 is not twisted). It is a figure which shows the positional relationship of the protruding item | line 11a of the surface of the sensor shaft part 11, and the window 12b of the cylindrical member 12 in a state. In the present embodiment, since nine windows 12a and 12b are provided, the windows 12a and 12b each have an angle θ = 360 / N degrees in the circumferential direction (in the example of FIG. 3, the angle θ = 360/9 = 40). It will be misaligned.

  The angle a of the windows 12a and 12b is set smaller than the angle b of the portion without the windows 12a and 12b (a <b), and the angle c of the ridge 11a is set smaller than the angle d of the groove 11b (c <d). Is done. This is to make the change in impedance of the detection coil steep.

  As is apparent from FIG. 3, when the torsion bar 3 is not twisted, that is, when the steering torque is 0, one circumferential end of the ridge 11a is positioned at the circumferential central portion of the window 12a. The circumferential widths of the windows 12a and 12b, the width of the ridges 11a, and the window 12a so that the other end of the ridges 11a in the circumferential direction is located at the center of the window 12b in the circumferential direction. And 12b are set relative to each other in the circumferential direction. That is, the positional relationship in the circumferential direction of the windows 12a and 12b with respect to the ridge 11a is opposite to each other.

  When the steering system is in the straight traveling state and the steering torque is 0, the torsion bar 3 is not twisted and the input shaft 1 and the output shaft 2 do not rotate relative to each other. Therefore, relative rotation does not occur between the protrusion 11a on the surface of the sensor shaft portion 11 on the input shaft 1 side and the cylindrical member 12 on the output shaft 2 side.

  On the other hand, when a rotational force is applied to the input shaft 1 by operating the steering wheel, the rotational force is transmitted to the output shaft 2 via the torsion bar 3. At this time, since the friction force between the steering wheel and the road surface and the friction force of the steering mechanism coupled to the output shaft 2 act on the output shaft 2, the torsion for coupling between the input shaft 1 and the output shaft 2. Twist occurs in the bar, and relative rotation occurs between the protrusion 11a on the surface of the sensor shaft portion 11 on the input shaft 1 side and the cylindrical member 12 on the output shaft 2 side.

  When the cylindrical member 12 does not have a window, the cylindrical member 12 is made of a conductive and non-magnetic material. Therefore, an alternating current is caused to flow through the detection coils 131, 141, 132, and 142 to generate an alternating magnetic field. Then, an eddy current in the direction opposite to the coil current is generated on the outer peripheral surface of the cylindrical member 12. When the magnetic field due to the eddy current and the magnetic field due to the coil current are superimposed, the magnetic field inside the cylindrical member 12 is canceled out.

  When a window is formed in the cylindrical member 12, the eddy current generated on the outer peripheral surface of the cylindrical member 12 cannot circulate around the outer peripheral surface by the windows 12a and 12b. Therefore, the cylindrical member 12 is formed along the end surfaces of the windows 12a and 12b. Around the inner peripheral surface, flows in the same direction as the coil current, and returns to the outer peripheral surface along the end surfaces of the adjacent windows 12a and 12b to form a loop. That is, a state occurs in which eddy current loops are periodically arranged in the circumferential direction inside the detection coil. The magnetic field generated by the coil current and the magnetic field generated by the eddy current are superimposed, and a magnetic field that periodically changes in strength in the circumferential direction and a magnetic field having a gradient in the radial direction that decreases toward the center are formed inside and outside the cylindrical member 12. It is formed. The strength of the periodic magnetic field in the circumferential direction is strong at the center of the windows 12a and 12b affected by the adjacent eddy currents, and becomes weaker as it deviates from the center.

  A sensor shaft portion 11 made of a magnetic material is coaxially arranged inside the cylindrical member 12, and the ridges 11a thereof are arranged at the same cycle as the windows 12a and 12b. A magnetic material placed in a magnetic field is magnetized to generate a magnetic flux, but the amount of magnetic flux increases according to the strength of the magnetic field until it is saturated. Therefore, the magnetic flux generated in the sensor shaft portion 11 by the cylindrical member 12 due to the periodic strength of the magnetic field in the circumferential direction and the magnetic field having a radial gradient that decreases toward the center is It increases or decreases depending on the relative phase with the sensor shaft portion 11. The phase at which the magnetic flux is maximum corresponds to the detection coils 131, 141, and 132 according to the increase / decrease of the magnetic flux in a state where the centers of the windows 12 a and 12 b of the cylindrical member 12 coincide with the centers of the protrusions 11 a of the sensor shaft portion 11. The inductance of 142 also increases or decreases and changes to a substantially sine wave shape.

  In the state where torque does not act, the center of the ridge 11a of the sensor shaft portion 11 is set to a position shifted by ½ of the center angle c of the ridge 11a with respect to the phase where the inductance is maximum. When the torsion bar 3 is twisted by torque and a phase difference is generated between the sensor shaft portion 11 and the cylindrical member 12, one of the inductances of the two pairs of detection coils 131, 141 and 132, 142 increases. The other decreases.

  FIG. 4 is a characteristic diagram showing an example of changes in the torque T and the inductance of the detection coils 131 and 141 (or 132 and 142). When the right steering torque is generated, the cylindrical member 12 in FIGS. 3 (A) and 3 (B) Since it rotates in the clockwise direction, the inductance L13 of the detection coil 131 increases and the inductance L14 of the detection coil 141 decreases as the torque increases. When the left steering torque is generated, the cylindrical member 12 rotates counterclockwise in FIGS. 3A and 3B, so that the inductance L13 of the detection coil 131 decreases as the torque increases, and the detection coil 141 The inductance L14 increases.

  The characteristics of the inductances L13 and L14 in FIG. 4 can be directly replaced with voltages that are output in proportion, and when the characteristics of the inductances L13 and L14 are replaced with voltages, the main detection torque signal, the sub detection torque signal, and the steering torque T In this example, the neutral voltage that is the intersection of the main detection torque signal and the sub detection torque signal is adjusted to be 2.5V. From this voltage cross characteristic, the total value of the main detection torque signal and the sub detection torque signal is 2.5 + 2.5 = 5.0V.

  FIG. 5 is a block diagram of a torque detection circuit mounted on the circuit board 200. In the present invention, a system for the detection coils 131 and 141 (hereinafter referred to as “first system”) and a detection coil 132 and 142 are shown. The system is composed of two systems (hereinafter referred to as “second system”). The first system and the second system have the same configuration, and an oscillation unit 201 that outputs an AC signal having a predetermined frequency, a noise filter 202, and a connector 203 are common. The torque detection circuit is connected to a control device (not shown) via the connector 203. The control device supplies the power supply voltage V and the reference voltage Vref to each circuit element via the noise filter 202, and the detected main detection torque. Signals Tm1, Tm2 and sub detection torque signals Ts1, Ts2 are output to the control device, respectively. The control device calculates a motor current command value for assist control based on the input main detection torque signal Tm1 (or Tm2) or the like.

The first-system bridge circuit 210 that detects torque includes a first arm in which a detection coil 131 and a resistor R11 are connected in series, and a second arm in which a detection coil 141 and a resistor R21 are connected in series. Similarly, the second-system bridge circuit 220 includes a first arm in which the detection coil 132 and the resistor R12 are connected in series, and a second arm in which the detection coil 142 and the resistor R22 are connected in series. Has been. The oscillating unit 201 outputs an AC signal having a predetermined frequency, the output AC signal is amplified by the current amplifying unit 211, and the amplified AC voltage V _OSC1 is supplied to the first arm and the second arm of the bridge circuit 210. Similarly, the AC signal from the oscillation unit 201 is amplified by the current amplification unit 221, and the amplified AC voltage V _OSC2 is supplied to the first arm and the second arm of the bridge circuit 220. In the state where torque does not act, the resistors R11 and R21 are previously set so that the voltage appearing at both ends of the detection coils 131 and 141 and the voltage appearing at both ends of the detection coils 132 and 142 are equal, that is, the differential voltage becomes zero. And the values of R21 and R22 are adjusted.

  In this example, the common oscillation unit 201 is provided in the first system and the second system, but may be provided in each of the first system and the second system.

  The voltage signals appearing at both ends of the first system detection coils 131 and 141 are converted and amplified and rectified by the main amplification / full-wave rectification unit 212 as a difference signal between both detection coils, and further subjected to main smoothing / neutral adjustment. After the output waveform is adjusted by the unit 214, it is output as the main detection torque signal Tm1 through the noise filter 202 and the connector 203. Further, the voltage signals appearing at both ends of the detection coils 131 and 141 are converted into a differential signal Vdef of both detection coils by the sub-amplification / full-wave rectification unit 213, amplified and rectified, and the sub-smoothing / neutral adjustment unit 215. After the output waveform is adjusted, the sub-detection torque signal Ts1 is output through the noise filter 202 and the connector 203.

  Similarly, the voltage appearing at both ends of the detection coils 132 and 142 of the second system is converted into a differential signal of both detection coils by the main amplification / full wave rectification unit 222, amplified and rectified, and further, the main smoothing / neutrality After the output waveform is adjusted by the adjustment unit 224, the output signal is output as the main detection torque signal Tm2 via the noise filter 202 and the connector 203. Further, the voltage appearing at both ends of the detection coils 132 and 142 is converted into a differential signal Vdef of both detection coils by the sub-amplification / full-wave rectification unit 223, amplified and rectified, and output by the sub-smoothing / neutral adjustment unit 225. After the waveform is adjusted, it is output as the sub detection torque signal Ts2 through the noise filter 202 and the connector 203.

  The torque detection circuit is configured to output the main and sub detection torque signals as the redundant system of the first system and the second system, by comparing these two sets of detected torque signals in the control device, This is for detecting disconnection or short circuit of the detection coil, failure of circuit elements, or the like. In addition, the reason why the two systems of the first system and the second system are used is to increase the reliability by continuing the steering assist using the other torque detection system even if one of the torque detection systems becomes abnormal. is there.

  In addition, a monitoring unit 216 is provided in the first system of the torque detection circuit, and a monitoring unit 226 is provided in the second system. The monitoring unit 216 is connected to the detection coil 131 or 141 as described in Patent Document 2. A contact failure with the resistor R11 or R21 or the like is detected by a change in the differential voltage of the bridge circuit, an abnormality in the circuit system is detected based on a phase shift with respect to the reference voltage, and an abnormality signal AB1 is output when an abnormality is detected. The monitoring unit 226 detects a contact failure between the detection coil 132 or 142 and the resistor R12 or R21 by a change in the differential voltage of the bridge circuit, and detects an abnormality in the circuit system based on a phase shift with respect to the reference voltage. When an abnormality is detected, an abnormality signal AB2 is output. That is, the monitoring units 216 and 226 detect the phase difference between the waveform of the applied AC signal and the waveform of the differential voltage of the bridge circuit, and when the phase difference exceeds a predetermined value, the detection coil, resistor or circuit is abnormal. It is determined that there is an error, and abnormal signals AB1 and AB2 are output. When the monitoring units 216 and 226 detect an abnormality, the sub detection torque signals Ts1 and Ts2 are suddenly changed to 0 V by the abnormality signals AB1 and AB2, so the balance of the cross characteristics shown in FIG. 4 with the main detection torque signal is lost. The control device can detect the failure. For this reason, the abnormal signals AB1 and AB2 are not input to the main smoothing / neutral adjustment units 214 and 225 on the main side used for driving the motor in the control device. When the controller determines a failure, it drives the motor using the normal past torque value, gradually reduces the assist, and shifts to a fail safe mode in which the assist is safely stopped.

  Since there is no contact failure between the detection coil 131 or 141 (or the detection coil 132 or 142) and the resistor R11 or R21 (or the resistor R21 or R22) at the normal time, the detection coils 131 and 141 (or the detection coil 132) are not generated. And 142) are equal in voltage, and the differential voltage is zero, and there is no phase shift. When an abnormality such as a contact failure occurs, the voltage balance is lost and an abnormal differential voltage is generated, and a phase shift from the reference signal is generated, so that the occurrence of the abnormality can be monitored.

  In such a configuration, the main detection torque signal Tm1 and the sub detection torque signal Ts1 detected and processed by the bridge circuit 210 during normal operation are input to the control device and the main detected and processed by the bridge circuit 220. The detected torque signal Tm2 and the sub detected torque signal Ts2 are input to the control device. The control device mutually monitors the input main detection torque signals Tm1 and Tm2 and the sub detection torque signals Ts1 and Ts2, and uses the main detection torque signal Tm1 of the first system when there is no failure. Used for calculation of current command value.

  In the control device, signal monitoring is performed based on the input main detection torque signals Tm1 and Tm2 and sub detection torque signals Ts1 and Ts2. That is, a disconnection or a ground fault is detected based on whether or not the main detection torque signals Tm1 and Tm2 are equal to or less than a predetermined value (for example, 0.3V), and a power fault is detected based on whether the main detection torque signals Tm1 and Tm2 are equal to or greater than a predetermined value (for example, 4.7V). In addition, a disconnection or a ground fault is detected based on whether or not the sub detection torque signals Ts1 and Ts2 are equal to or less than a predetermined value (for example, 0.3 V), and a self-diagnosis of the detection circuit is performed to determine whether the value is equal to or greater than the predetermined value (for example, 4.7 V) Detects a skyline with no. Further, whether or not each added value of the main detection torque signals Tm1 and Tm2 and the sub detection torque signals Ts1 and Ts2 is not less than a predetermined value (for example, 5.3 V) or not more than a predetermined value (for example, 4.7 V) is shown in FIG. Detect anomalies that deviate from the cross characteristics shown.

  Then, the control device drives the motor using the main detection torque signal Tm1 in a normal state where there is no abnormality by the above determination. The sub detection torque signals Ts1 and Ts2 are only used for monitoring abnormality of the detection circuit, and are not used for driving the motor. If it is determined in the above determination that the first system is abnormal, motor drive is performed using the second system main detection torque signal Tm2 instead of the first system main detection torque signal Tm1. Furthermore, when both the first system and the second system are determined to be abnormal, the motor is driven using normal past torque values, and the assist is gradually reduced to shift to the fail safe mode in which the assist is safely stopped. .

  Here, when an abnormality occurs in the bridge circuit 210 or 220, the abnormality is detected by the monitoring unit 216 or 226, and the abnormality signal AB1 or AB2 is output. In this example, if the bridge circuit 210 has a contact failure, for example, this is detected by the monitoring circuit 216 and the abnormal signal AB1 is input to the sub-smoothing / neutral adjustment unit 215. When the abnormal signal AB1 is input to the sub-smoothing / neutral adjustment unit 215, the sub-smoothing / neutral adjustment unit 215 blocks the output by, for example, turning off the transistor. Thus, thereafter, the sub detection torque signal Ts1 from the sub smoothing / neutral adjustment unit 215 is not input to the control device. The control device calculates a motor current command value based on the main detection torque signal Tm1 and controls the motor. If a failure of the first system is detected by the control circuit, the main detection torque of the second system is detected. The motor is driven and controlled using the signal Tm2. Therefore, even if one torque detection system becomes abnormal, the steering assist can be continued with the other detection system. That is, when the bridge circuits 210, 220, etc. become abnormal and an abnormality is detected by the monitoring units 216, 226, 0V is output from the sub torque sensor (sub side), but the main detection torque signal becomes indefinite. . Although the main detection torque signal is indefinite, since the main detection torque signal is switched to the normal main detection torque signal immediately after the abnormality is detected, the motor is not driven with an abnormal torque value.

  Further, when both the first system and the second system are abnormal, the assist is gradually reduced using the normal past torque value, and a transition is made to a fail-safe mode in which the assist is safely stopped.

  FIG. 6 is a perspective view showing a torque sensor of the electric power steering apparatus according to the second embodiment of the present invention. In the figure, the same members as those in the first embodiment described above are denoted by the same reference numerals (numbers), and the description thereof is omitted.

  In the torque sensor of the electric power steering apparatus according to the second embodiment, as shown in FIG. 6, around the detection coils 131, 141 and 132, 142 arranged coaxially with the cylindrical member 12 on the outer periphery of the cylindrical member 12 In other words, the magnetic shield materials 161 and 162 are disposed at the outer end in the axial direction of the yoke 151 containing the detection coils 131 and 141 and the outer end in the axial direction of the yoke 152 containing the detection coils 132 and 142. Therefore, according to the electric power steering apparatus according to the present embodiment, even if the torque sensor includes four coils of the detection coils 131, 141, 132, and 142, the four detection coils 131, 141, 132, and 142 The magnetic balance can be maintained and stable torque detection can be realized.

  As mentioned above, although embodiment of this invention was described concretely, this invention is not limited to this, In the range which does not deviate from the meaning, it can change suitably.

DESCRIPTION OF SYMBOLS 1 ... Input shaft 2 ... Output shaft 3 ... Torsion bar 4 ... Rack 5a, 5b ... Housing 7 ... Worm wheel 8 ... Worm 11 ... Sensor shaft part 12- ..Cylinder members 12a, 12b ... windows 131, 132, 141, 142 ... detection coils 151, 152 ... yokes 161, 162 ... magnetic shield materials

Claims (2)

AC signals are respectively applied to two bridge circuits including two pairs of detection coils whose impedances change in opposite directions according to the torque generated on the rotating shaft and resistors connected in series to the two pairs of detection coils. An electric power steering device comprising a torque sensor for applying and detecting the torque based on a differential signal of each bridge circuit;
The electric power steering apparatus, wherein the two pairs of detection coils are included in the yokes so that each of the two detection coils shares one yoke. AC signals are respectively applied to two bridge circuits including two pairs of detection coils whose impedances change in opposite directions according to the torque generated on the rotating shaft and resistors connected in series to the two pairs of detection coils. An electric power steering device comprising a torque sensor for applying and detecting the torque based on a differential signal of each bridge circuit;
An electric power steering apparatus characterized in that a magnetic shield material is disposed around a yoke containing the two pairs of detection coils.

Images