JP2023130813A - Torque angle sensor and electric power steering device - Google Patents

Abstract

To provide a torque angle sensor and an electric power steering device that suppress an increase in the number of wires due to an increase in the number of detection parts.SOLUTION: A torque angle sensor of an electric power steering device includes: a driving rotating body that rotates together with a detection target; a driven rotating body that rotates together with a driving rotating body 30; torque detection units 81 and 82 that output signals corresponding to torque of the detection target and according to a magnetic field that changes as the driving rotating body rotates; an angle detection unit 90 that outputs a signal corresponding to a rotation angle of the detection target and according to a magnetic field that changes as the driven rotating body rotates; and a common wiring 74 that is connected to the torque detection units 81 and 82 and the angle detection unit 90 and outputs the signals from the torque detection units 81 and 82 and the signal from the angle detection unit 90.SELECTED DRAWING: Figure 7

Description

The present disclosure relates to a torque angle sensor and an electric power steering device.

Conventionally, as described in Patent Document 1, an electric power steering device including a torque sensor, a steering angle sensor, a motor, and a control unit is known. The torque sensor detects the steering torque of the steering wheel of the vehicle. The steering angle sensor detects the steering angle of the steering wheel. The motor assists in steering the steering wheel. The control unit controls the motor based on steering torque and steering angle.

Patent No. 6399260

In the electric power steering device described in Patent Document 1, the torque sensor and the control unit are connected via a first wiring, and the steering angle sensor and the control unit are connected to each other via a second wiring different from the first wiring. connected via. In this case, the number of wires, such as the number of wires on the board provided for the torque sensor and the steering angle sensor and the number of wires for connecting the torque sensor and the steering angle sensor to the control unit, is required for the number of sensors. Therefore, as the number of detection units such as torque sensors and steering angle sensors increases, the number of wires increases, resulting in an increase in the size of the electric power steering device.

An object of the present disclosure is to provide a torque angle sensor and an electric power steering device that suppress an increase in the number of wiring lines due to an increase in the number of detection units.

The invention according to claim 1 includes a main rotating body (30) that rotates together with the detection target (5), a driven rotating body (40, 41, 42) that rotates together with the main rotating body, and a torque corresponding to the detection target. , a torque detection unit (81, 82, 83) that outputs a signal according to the magnetic field that changes as the main rotating body rotates, and a magnetic field that changes as the driven rotating body rotates in accordance with the rotation angle of the detection target. An angle detection section (90, 91, 92) that outputs a signal according to A torque angle sensor including a wiring (74).

Further, the invention according to claim 9 provides an electric power steering device for use in a vehicle, which includes a main rotating body (30) that rotates together with a steering wheel (5) of the vehicle, and a driven rotating body that rotates together with the main rotating body. (40, 41, 42), a torque detection unit (81, 82, 83) that outputs a signal corresponding to the torque of the steering wheel and a magnetic field that changes as the main rotating body rotates; Angle detection sections (90, 91, 92) that output signals corresponding to the rotation angle and a magnetic field that changes as the driven rotor rotates, and a common wiring (90, 91, 92) connected to the torque detection section and the angle detection section. 74), a torque angle sensor (25) having a motor (19) that outputs torque to assist steering of the steering wheel, a timing for causing the torque detection section to output a signal, and a timing for causing the angle detection section to output a signal. and a control unit (18) that controls the motor based on the torque or rotation angle of the steering wheel by outputting signals from the torque detection unit and the angle detection unit via a common wiring. It is a steering device.

As a result, it is no longer necessary to provide the first wiring connected to the torque detection section and the second wiring connected to the angle detection section, and a common wiring is provided. The increase in numbers is suppressed.

Note that the reference numerals in parentheses attached to each component etc. indicate an example of the correspondence between the component etc. and specific components etc. described in the embodiments to be described later.

FIG. 1 is a configuration diagram of an electric power steering device using the torque angle sensor of the first embodiment. FIG. 2 is an exploded perspective view of a portion of the electric power steering device. A perspective view of a torque angle sensor. FIG. 3 is a perspective view of a portion of the torque angle sensor. FIG. 3 is an exploded perspective view of the torque angle sensor. FIG. 4 is an enlarged sectional view taken along line VI-VI in FIG. 3. Torque angle sensor wiring diagram. A configuration diagram of a coil pattern of a torque angle sensor. A configuration diagram of a coil pattern of a torque angle sensor. FIG. 3 is a diagram showing the relationship between the rotation angle of the first conductor and the second conductor of the torque angle sensor and the steering angle. FIG. 3 is a diagram showing the relationship between the rotation angle of the first conductor and the second conductor of the torque angle sensor and the steering angle. FIG. 3 is a diagram showing the relationship between the rotation angle of the driven rotating body of the torque angle sensor and the steering angle. The wiring diagram of the torque angle sensor of 2nd Embodiment. FIG. 7 is an exploded perspective view of a portion of a torque angle sensor according to a third embodiment. A perspective view of a torque angle sensor. The arrow view seen from XVI of FIG. The arrow view seen from XVII of FIG. The arrow view seen from XVIII of FIG. FIG. 17 is an enlarged cross-sectional view taken along the line XIX-XIX in FIG. 16. FIG. 17 is an enlarged cross-sectional view taken along line XX-XX in FIG. 16. FIG. 17 is an enlarged cross-sectional view taken along line XXI-XXI in FIG. 16. FIG. 3 is an exploded perspective view of the torque angle sensor. Torque angle sensor wiring diagram. FIG. 3 is a side view showing a neutral state of a torque magnet, a first yoke, and a second yoke of the torque angle sensor. FIG. 3 is a side view of the torque magnet, the first yoke, and the second yoke of the torque angle sensor when the steering wheel of the electric power steering device rotates. FIG. 3 is a side view of the torque magnet, first yoke, and second yoke of the torque angle sensor when the steering wheel rotates. FIG. 3 is a diagram showing the relationship between the rotation angles and steering angles of the first and second driven rotors of the torque angle sensor. FIG. 4 is a sectional view of a torque angle sensor according to a fourth embodiment. FIG. 3 is an exploded perspective view of the torque angle sensor. The configuration diagram of the angle coil pattern of the torque angle sensor. FIG. 5 is a sectional view of a torque angle sensor according to a fifth embodiment. A cross-sectional view of a torque angle sensor. FIG. 3 is an exploded perspective view of the torque angle sensor. FIG. 3 is a configuration diagram of a first angle coil pattern of the torque angle sensor. FIG. 4 is a configuration diagram of a second angle coil pattern of the torque angle sensor. FIG. 7 is a configuration diagram of a coil pattern of a torque angle sensor according to another embodiment.

Hereinafter, embodiments will be described with reference to the drawings. Note that in each of the following embodiments, parts that are the same or equivalent to each other will be denoted by the same reference numerals, and the description thereof will be omitted.

(First embodiment)
The torque angle sensor 25 of this embodiment is used, for example, in the electric power steering device 1 mounted on a vehicle. Further, this electric power steering device 1 will be explained.

The electric power steering device 1 assists in steering to change the direction of the wheels 17. Specifically, the electric power steering device 1 includes a steering wheel 5, a first steering shaft 11, a torsion bar 13, and a second steering shaft 12, as shown in FIGS. 1 and 2. The electric power steering device 1 also includes a shaft pin 14, a pinion gear 15, a rack shaft 16, wheels 17, a torque angle sensor 25, a motor control device 18, a motor 19, and a reduction gear 20.

The steering wheel 5 corresponds to the detection target, and as shown in FIG. 1, is rotated by being steered by the driver of the vehicle, automatic driving, or the like.

The first steering shaft 11 is connected to the steering wheel 5. Therefore, the first steering shaft 11 rotates together with the steering wheel 5.

The torsion bar 13 is connected to the first steering shaft 11. Therefore, the torsion bar 13 rotates together with the steering wheel 5 and the first steering shaft 11.

The second steering shaft 12 is connected to a torsion bar 13. Therefore, the torsion bar 13 rotates together with the steering wheel 5, the first steering shaft 11, and the torsion bar 13.

As shown in FIG. 2, the shaft pin 14 is inserted into a hole formed in the first steering shaft 11 and a hole in the torsion bar 13 corresponding to the hole in the first steering shaft 11. Thereby, the first steering shaft 11 and the torsion bar 13 are fixed. Further, the shaft pin 14 is inserted into a hole formed in the second steering shaft 12 and a hole in the torsion bar 13 corresponding to the hole in the second steering shaft 12. Thereby, the second steering shaft 12 and the torsion bar 13 are fixed.

The pinion gear 15 is connected to the second steering shaft 12, as shown in FIG. Further, the pinion gear 15 meshes with a rack shaft 16, which will be described later. Further, the pinion gear 15 converts the rotational movement of the second steering shaft 12 into linear movement of the rack shaft 16.

The rack shaft 16 is connected to wheels 17 via tie rods (not shown) or the like. Furthermore, the rack shaft 16 changes the direction of the wheels 17 by moving linearly.

A portion of the torsion bar 13 is inserted into the torque angle sensor 25. Further, the torque angle sensor 25 detects a signal corresponding to the torsional torque generated in the torsion bar 13 due to rotation of the steering wheel 5. Thereby, the torque angle sensor 25 detects the steering torque. Further, the torque angle sensor 25 detects the steering angle. Further, the torque angle sensor 25 outputs a signal corresponding to the detected steering torque and steering angle to a motor control device 18, which will be described later. The details of this torque angle sensor 25 will be described later. Note that the steering torque is the torque applied when the steering wheel 5 rotates. The steering angle is the rotation angle of the steering wheel 5.

The motor control device 18 is mainly composed of a microcomputer and includes a CPU, a ROM, a flash memory, a RAM, an I/O, a drive circuit, a bus line connecting these components, and the like. Furthermore, the motor control device 18 calculates the steering torque and steering angle based on the signal from the torque angle sensor 25 by executing a program stored in the ROM. Further, the motor control device 18 controls the rotation of a motor 19, which will be described later, based on the calculated steering torque or steering angle. Further, the motor control device 18 outputs, for example, the steering angle to a brake system (not shown) of the vehicle. The brake system (not shown) performs, for example, ABS control based on the steering angle and the like acquired from the motor control device 18. Note that ABS is an abbreviation for Antilock Brake System.

Motor 19 rotates based on the output from motor control device 18 . As a result, the motor 19 outputs auxiliary torque. Note that the auxiliary torque is a torque that assists the steering of the steering wheel 5.

Reduction gear 20 is connected to motor 19 and second steering shaft 12 . Furthermore, the reduction gear 20 reduces the rotation of the motor 19 and transmits auxiliary torque to the second steering shaft 12 . This assists the steering for changing the direction of the wheels 17.

As described above, the electric power steering device 1 is configured. Next, the configuration of the torque angle sensor 25 will be explained.

As shown in FIGS. 3 to 9, the torque angle sensor 25 includes a main rotating body 30, a first conductor 31, a second conductor 32, a driven rotating body 40, a case 50, a substrate 60, a lid member 62, and a cover 64. . Further, the torque angle sensor 25 includes a common terminal 71 , a power terminal 72 , a ground terminal 73 , a common wiring 74 , a power wiring 75 , and a ground line 76 . Further, the torque angle sensor 25 includes a coil pattern 77, a first torque detection section 81, a second torque detection section 82, an angle magnet 85, and an angle detection section 90.

The main rotating body 30 is made of, for example, resin. Further, the main drive rotating body 30 has a main drive cylinder part 300 and a main drive tooth part 301, as shown in FIGS. 3 to 6. The active cylinder portion 300 is formed in a cylindrical shape. Further, the axis of the main moving cylinder portion 300 is located on the same axis as the axis of the torsion bar 13. The driving tooth portions 301 protrude from the driving cylinder portion 300 toward the outside in the radial direction of the driving cylinder portion 300, and are arranged in plural in the circumferential direction. As a result, a part of the main rotating body 30 is a gear.

Hereinafter, for convenience, the radial direction of the main moving cylinder portion 300 will be simply referred to as the radial direction. Further, the axial direction Da of the main moving cylinder portion 300 is simply referred to as the axial direction Da. Furthermore, the circumferential direction centered on the axis of the main moving cylinder portion 300 is simply referred to as the circumferential direction.

The first conductor 31 has electrical conductivity because it is made of, for example, metal. Further, the first conductor 31 has a first cylindrical portion 310 and a plurality of first convex portions 311. The first cylindrical portion 310 is formed in a cylindrical shape. Further, the first cylindrical portion 310 is inserted into the hole of the active cylindrical portion 300, and the first steering shaft 11 side of the torsion bar 13 is inserted into the hole of the first cylindrical portion 310. Furthermore, the first conductor 31 is integrally formed with the main drive rotating body 30 by being integrally molded. Therefore, the first conductor 31 rotates together with the main rotating body 30 as the torsion bar 13 rotates. The first convex portion 311 projects from the first cylindrical portion 310 toward the outside in the radial direction. Further, the first convex portion 311 passes through the active cylinder portion 300 and protrudes from the active cylinder portion 300. Furthermore, a plurality of first convex portions 311 are arranged at intervals in the circumferential direction.

The second conductor 32 is made of, for example, metal and has electrical conductivity. Furthermore, the second conductor 32 has a second cylindrical portion 320 and a second convex portion 322. The second cylindrical portion 320 is formed in a cylindrical shape. Furthermore, the second steering shaft 12 side of the torsion bar 13 is inserted into the hole of the second cylindrical portion 320 . Therefore, the second conductor 32 rotates together with the torsion bar 13. The second convex portion 322 projects from the second cylindrical portion 320 toward the outside in the radial direction. Furthermore, a plurality of second convex portions 322 are arranged at intervals in the circumferential direction.

The driven rotating body 40 is made of, for example, resin. Further, the driven rotating body 40 has a driven large diameter portion 400, a driven tooth portion 401, and a driven small diameter portion 402. The driven large diameter portion 400 is formed in a cylindrical shape. The driven tooth portions 401 protrude radially outward from the driven large diameter portion 400, and are arranged in plural in the circumferential direction. Thereby, a part of the driven rotating body 40 is a gear. Moreover, a part of one driven tooth part 401 is located between the active tooth parts 301 adjacent to each other. Therefore, the driven rotor 40 meshes with the main rotor 30. Furthermore, here, the number of driven teeth 401 corresponding to the number of teeth of driven rotor 40 is different from the number of active teeth 301 corresponding to the number of teeth of main drive rotor 30. The driven small diameter portion 402 has an outer diameter smaller than the driven large diameter portion 400 and is connected to the driven large diameter portion 400 in the axial direction Da.

The case 50 is made of, for example, resin. Further, the case 50 has a main rotating body 30 and a driven rotating body 40 attached thereto. Further, the case 50 accommodates a substrate 60, a common terminal 71, a power terminal 72, a ground terminal 73, a common wiring 74, a power wiring 75, and a ground line 76, which will be described later. Specifically, the case 50 includes a case base 51, a terminal accommodating portion 52, a cover pin 54, a case protrusion 55, and a board pin 56.

The case base 51 is formed into a plate shape extending in a direction perpendicular to the axial direction Da. Further, a part of the case base 51 is formed in an annular shape centered on an axis extending in the axial direction Da, and has a shape corresponding to the main drive rotating body 30. Therefore, the main rotating body 30 is attached to an annular portion of the case base 51. Further, a recess is formed in the case base 51, and this recess is recessed in the axial direction Da from the case base 511 perpendicular to the axial direction Da and has a shape corresponding to the driven rotary body 40. Therefore, the driven rotating body 40 is attached to this recess. Note that a part of the case base 51 is formed in an annular shape centered on an axis extending in the axial direction Da, but is not limited to this; for example, a part of the case base 51 is formed in an arc shape centered on an axis extending in the axial direction Da. may be formed.

The terminal accommodating portion 52 protrudes from the case base 511 in the axial direction Da. Furthermore, the terminal accommodating portion 52 is formed in a cylindrical shape and accommodates a common terminal 71, a power terminal 72, and a ground terminal 73, which will be described later.

The cover pin 54 is a pin for attaching a cover 64, which will be described later, to the case 50, and protrudes from the case base surface 511 in the axial direction Da.

The case protrusion 55 protrudes from the surface of the case base 51 opposite to the case base surface 511. Thereby, a board space 58 defined by the case protrusion 55 and the case base 51 is formed.

The board pin 56 is a pin for attaching a board 60, which will be described later, to the case 50, as shown in FIG. For example, the board pin 56 protrudes from the surface of the case base 51 opposite to the case base surface 511, and is located in the board space 58.

The board 60 is a printed circuit board, as shown in FIGS. 5 to 7. Moreover, the board 60 is inserted into the board space 58 because it has a shape corresponding to the board space 58 . Furthermore, a part of the board pin 56 is inserted into the hole of the board 60. Thereby, the board 60 and the case 50 are fixed within the board space 58.

As shown in FIGS. 3 to 6, the lid member 62 is made of resin or the like and has a plate shape extending in a direction perpendicular to the axial direction Da. Further, the lid member 62 is connected to the tip of the case convex portion 55. Furthermore, the lid member 62 and the case convex portion 55 are welded together by, for example, a laser or the like. Thereby, the substrate space 58 is closed. Note that although the lid member 62 and the case protrusion 55 are welded together using a laser or the like, they are not limited to being welded together using a laser or the like, and may be bonded together using an adhesive material or the like, for example.

The cover 64 is made of resin or the like. Further, the cover 64 covers a part of the main rotating body 30 and a part of the driven rotating body 40 with the case base 51 . Further, a part of the cover pin 54 is inserted into the hole of the cover 64. This makes it difficult for the cover 64 to come off from the case 50. Moreover, since the cover 64 and the cover pin 54 are heat-swaged together, the cover 64 is less likely to come off from the case 50, compared to a case where the cover pins 54 are not heat-swaged.

The common terminal 71, power supply terminal 72, and ground terminal 73 are connected to the motor control device 18, as shown in FIG. Furthermore, a portion of the common terminal 71, the power supply terminal 72, and the ground terminal 73 are inserted into holes in the board 60 and are soldered. Thereby, the common terminal 71, the power terminal 72, and the ground terminal 73 are connected to the board 60.

A common wiring 74, a power supply wiring 75, and a ground line 76 are formed on the substrate 60. The common wiring 74 is connected to the common terminal 71 and a first torque detection section 81, a second torque detection section 82, and an angle detection section 90, which will be described later. As a result, as will be described later, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 transmit and receive signals to and from the motor control device 18 via the common wiring 74 and the common terminal 71. I do.

The power supply wiring 75 is connected to the power supply terminal 72 and a first torque detection section 81, a second torque detection section 82, and an angle detection section 90, which will be described later. Therefore, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90, which will be described later, are supplied with power from the motor control device 18 via the power supply terminal 72 and the power supply wiring 75. Since the ground line 76 is connected to the ground terminal 73, it is connected to the ground (not shown) of the motor control device 18 via the ground terminal 73. Further, the ground line 76 is connected to a first torque detection section 81, a second torque detection section 82, and an angle detection section 90, which will be described later.

The coil pattern 77 is formed on the substrate 60, as shown in FIG. Further, as shown in FIG. 6, the coil pattern 77 faces the first convex portion 311 in the axial direction Da. Further, the coil pattern 77 faces the second convex portion 322 in the axial direction Da. In addition, in FIG. 6, the coil pattern 77 is shown in a dot pattern in order to clarify the location of the coil pattern 77.

Further, as shown in FIGS. 8 and 9, the coil pattern 77 includes a first receiving coil 771, a second receiving coil 772, a third receiving coil 773, a fourth receiving coil 774, a first excitation coil 781, and a second excitation coil 774. Includes coil 782. The first receiving coil 771, the second receiving coil 772, the third receiving coil 773, and the fourth receiving coil 774 generate voltage by electromagnetic induction. The first excitation coil 781 surrounds the first receiving coil 771 and the second receiving coil 772. The second excitation coil 782 surrounds the third receiving coil 773 and the fourth receiving coil 774.

The first torque detection section 81 is mounted on the substrate 60, as shown in FIG. Further, the first torque detection section 81 includes a first high frequency transmission circuit 811 and a first output circuit 812, as shown in FIG. The first high frequency transmitting circuit 811 corresponds to a magnetic field generating section and is connected to the first excitation coil 781. Further, the first high frequency transmitting circuit 811 applies an AC voltage of 1 to 5 MHz to the first excitation coil 781. Thereby, the first high-frequency transmitting circuit 811 generates a magnetic field in the axial direction Da that passes through the region surrounded by the first receiving coil 771 and the region surrounded by the second receiving coil 772. The first output circuit 812 is connected to the first receiving coil 771 and the second receiving coil 772. Further, the first output circuit 812 generates signals corresponding to the steering torque and the steering angle based on the voltages from the first receiving coil 771 and the second receiving coil 772. Further, the first output circuit 812 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG.

The second torque detection section 82 is mounted on the substrate 60, as shown in FIG. Further, the second torque detection section 82 includes a second high frequency transmission circuit 821 and a second output circuit 822, as shown in FIG. The second high frequency transmitting circuit 821 corresponds to the magnetic field generating section and is connected to the second excitation coil 782. Further, the second high frequency transmitting circuit 821 applies an AC voltage of 1 to 5 MHz to the second excitation coil 782. Thereby, the second high-frequency transmitting circuit 821 generates a magnetic field in the axial direction Da that passes through the region surrounded by the third receiving coil 773 and the region surrounded by the fourth receiving coil 774. The second output circuit 822 is connected to the third receiving coil 773 and the fourth receiving coil 774. Further, the second output circuit 822 generates a signal corresponding to the steering torque and steering angle based on the voltages from the third receiving coil 773 and the fourth receiving coil 774. Further, the second output circuit 822 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG.

The angle magnet 85 is inserted into a hole in the driven small diameter portion 402, as shown in FIG. Therefore, when the driven rotary body 40 rotates, the angle magnet 85 rotates together with the driven rotary body 40. Further, in an initial state in which the steering wheel 5 is not rotating, one side of the angle magnet 85 in the detection direction Dd is magnetized to, for example, an N pole. Further, in an initial state in which the steering wheel 5 is not rotating, the other side of the angle magnet 85 in the first direction D1 is magnetized to, for example, an S pole. Note that the detection direction Dd is a direction of a straight line that is perpendicular to the axial direction Da among the straight lines connecting the axis of the main driving rotary body 30 and the axis of the driven rotary body 40.

The angle detection section 90 is mounted on the substrate 60, as shown in FIGS. 5 and 6. Further, the angle detection section 90 is opposed in the axial direction Da to a portion of the case base 51 that is directly opposed to the angle magnet 85 in the axial direction Da. As a result, lines of magnetic force pass from the north pole of the angle magnet 85 to the case base 51, the angle detection section 90, the case base 51, and the south pole of the angle magnet 85. Further, the angle detecting section 90 includes a first element, a second element, a microcomputer, a CPU, a ROM, a flash memory, a RAM, an I/O, and a bus line connecting these components (not shown). The first element and the second element are, for example, a Hall element or an MR element. Further, the first element of the angle detection section 90 detects the strength of the magnetic field in the detection direction Dd among the magnetic fields passing through the angle detection section 90. Further, the second element of the angle detection section 90 detects the strength of the magnetic field in the direction perpendicular to the detection direction Dd, of the magnetic field passing through the angle detection section 90. In addition, by executing a program stored in the ROM, the angle detection section 90 detects the steering angle based on the strength of the magnetic field detected by the first element and the strength of the magnetic field detected by the second element. Generate a signal corresponding to the angle. Further, based on the signal from the motor control device 18, the angle detection section 90 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG. . Note that MR is an abbreviation for Magneto Resistive.

As described above, the torque angle sensor 25 of the first embodiment is configured. The torque angle sensor 25 detects steering torque and steering angle, and suppresses an increase in the number of wiring lines due to an increase in the number of detection sections. Next, detection of steering torque by the torque angle sensor 25 will be explained.

The first high frequency transmission circuit 811 applies an alternating current voltage to the first excitation coil 781 . This generates a magnetic field in the axial direction Da that passes through the region surrounded by the first receiving coil 771 and the region surrounded by the second receiving coil 772. Further, since the magnetic field changes with the alternating current voltage, voltage is generated in the first receiving coil 771 and the second receiving coil 772 due to electromagnetic induction.

Further, when the steering wheel 5 rotates, the first steering shaft 11 connected to the steering wheel 5 rotates. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. As a result, the first conductor 31 on the side of the first steering shaft 11 into which the torsion bar 13 is inserted rotates, and the main rotating body 30 also rotates. Furthermore, the second conductor 32 on the second steering shaft 12 side into which the torsion bar 13 is inserted rotates.

At this time, when the first convex portion 311 of the first conductor 31 faces the first receiving coil 771 and the second receiving coil 772 in the axial direction Da, an eddy current is generated in the first convex portion 311. Due to this eddy current, among the magnetic fields in the axial direction Da that pass through the region surrounded by the first receiving coil 771 and the region surrounded by the second receiving coil 772, the magnetic field that passes through the portion facing the first convex portion 311 is canceled out.

Here, as described above, a plurality of first protrusions 311 are lined up at intervals in the circumferential direction, so that spaces are formed between adjacent first protrusions 311. As a result, as the first conductor 31 rotates, a portion of the magnetic field in the axial direction Da that passes through the region surrounded by the first receiving coil 771 and the region surrounded by the second receiving coil 772 faces the first convex portion 311. The size of changes periodically. Therefore, as the first conductor 31 rotates, the voltages generated in the first receiving coil 771 and the second receiving coil 772 change periodically.

Therefore, the voltage generated in the first receiving coil 771 and the second receiving coil 772 changes periodically due to the rotation of the first conductor 31, which is the voltage generated by the magnetic field that changes due to the alternating current voltage from the first high-frequency transmitting circuit 811. The voltage will be multiplied by the voltage. Therefore, the first output circuit 812 detects the voltage generated in the first receiving coil 771 and divides the voltage of the first receiving coil 771 generated by the first high-frequency transmitting circuit 811 from the detected voltage. Thereby, the first output circuit 812 generates, for example, a signal consisting of a sine wave corresponding to the rotation angle of the first conductor 31 by demodulating. Furthermore, the first output circuit 812 detects the voltage generated in the second receiving coil 772 and divides the voltage of the second receiving coil 772 generated by the first high-frequency transmitting circuit 811 from this detected voltage. Thereby, the first output circuit 812 generates, for example, a signal consisting of a cosine wave corresponding to the rotation angle of the first conductor 31 by demodulating the signal. The first output circuit 812 then divides the value of the signal consisting of the sine wave by the value of the signal consisting of the cosine wave. Thereby, the first output circuit 812 calculates the rotation angle of the first conductor 31 as shown in FIG. 10 by calculating the tangent value corresponding to the rotation angle of the first conductor 31. Note that in FIG. 10, the rotation angle of the first conductor 31 with respect to the steering angle is indicated by θc1.

Further, the second torque detection section 82 calculates the rotation angle of the second conductor 32 similarly to the first torque detection section 81 . Specifically, the first detection section 81 for torque is replaced by the second detection section 82 for torque. The first excitation coil 781 is replaced by the second excitation coil 782. The first conductor 31 is read as the second conductor 32. The first convex portion 311 can be read as the second convex portion 322. The first receiving coil 771 can be read as the third receiving coil 773. The second receiving coil 772 can be read as the fourth receiving coil 774. Therefore, details regarding the calculation of the rotation angle of the second conductor 32 by the second torque detection section 82 will be omitted. Note that in FIG. 10, the rotation angle of the second conductor 32 with respect to the steering angle is indicated by θc2.

Furthermore, here, as shown in FIG. 7, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 are connected to the motor control device 18 via a common wiring 74. For this reason, for example, if signals are simultaneously output from the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 to the motor control device 18, a plurality of signals will be superimposed. The motor control device 18 cannot distinguish the acquired signal.

Therefore, when acquiring the signal from the first torque detection section 81, the motor control device 18 transmits a trigger signal to the first torque detection section 81 to cause the first torque detection section 81 to output. It is output to the second detection section 82 and the angle detection section 90. Further, when acquiring the signal from the second torque detection section 82, the motor control device 18 transmits a trigger signal for causing the second torque detection section 82 to output, to the first torque detection section 81, It is output to the second detection section 82 and the angle detection section 90. Thereby, in order to recognize the output timing, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 output to the motor control device 18 with mutually shifted timings. Therefore, the motor control device 18 can determine which signal is the signal input to the motor control device 18. Note that the trigger signal is, for example, a pulse signal, and by changing the amplitude and on/off time, the signal to be output to the first torque detection section 81 and the output to the second torque detection section 82 can be changed. This is a signal to let you do so. Further, here, the SENT method is used for the trigger signal. Thereby, the communication speed between the first torque detection section 81 and the second torque detection section 82 and the motor control device 18 is relatively fast.

Therefore, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 receive a trigger signal from the motor control device 18 to the common terminal 71 and the trigger signal for outputting the first torque detection section 81. It is received via the common wiring 74. At this time, the first output circuit 812 of the first torque detection section 81 outputs a signal corresponding to the calculated rotation angle of the first conductor 31 to the motor control device 18 via the common wiring 74 and the common terminal 71. do. Further, at this time, the second torque detection section 82 and the angle detection section 90 do not output any output. Thereafter, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 transmit a trigger signal from the motor control device 18 to the common terminal 71 and the common terminal 71 to output the trigger signal to the second torque detection section 82. It is received via wiring 74. At this time, the second output circuit 822 of the second torque detection section 82 outputs a signal corresponding to the calculated rotation angle of the second conductor 32 to the motor control device 18 via the common wiring 74 and the common terminal 71. do. Further, at this time, the first torque detection section 81 and the angle detection section 90 do not output any output.

Furthermore, when the steering wheel 5 rotates, twisting occurs in the torsion bar 13, so as shown in FIG. 11, a difference occurs between the rotation angle of the first conductor 31 and the rotation angle of the second conductor 32. . That is, the difference between the rotation angle of the first conductor 31 and the rotation angle of the second conductor 32 corresponds to the steering torque. Therefore, the motor control device 18 calculates the difference between the obtained rotation angle of the first conductor 31 and the rotation angle of the second conductor 32, and calculates the steering torque from this calculated angle difference. Furthermore, the motor control device 18 controls the rotation of the motor 19 based on the calculated steering torque. As a result, the motor 19 outputs auxiliary torque. By transmitting the auxiliary torque to the second steering shaft 12 via the reduction gear 20, steering for changing the direction of the wheels 17 is assisted. Note that in FIG. 11, the rotation angle of the first conductor 31 with respect to the steering angle is indicated by θc1. Further, the rotation angle of the second conductor 32 with respect to the steering angle is indicated by θc2.

As described above, the torque angle sensor 25 detects steering torque. Next, detection of the steering angle by the torque angle sensor 25 will be explained.

When the steering wheel 5 rotates, the first steering shaft 11 connected to the steering wheel 5 rotates. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. As a result, the first conductor 31 on the side of the first steering shaft 11 into which the torsion bar 13 is inserted rotates, and the main rotating body 30 also rotates. Therefore, the driven rotor 40 that is meshed with the main drive rotor 30 rotates.

At this time, the angle magnet 85 attached to the driven rotating body 40 rotates. Therefore, the lines of magnetic force that pass from the north pole of the angle magnet 85 to the case base 51, the angle detection section 90, the case base 51, and the south pole of the angle magnet 85 change periodically. As a result, the strength of the magnetic field in the detection direction Dd applied to the angle detection section 90 changes periodically.

Here, as described above, as shown in FIG. 6, in the initial state in which the steering wheel 5 is not rotating, one side of the angle magnet 85 in the detection direction Dd is magnetized to the north pole. Furthermore, in the initial state where the steering wheel 5 is not rotating, the other side of the angle magnet 85 in the detection direction Dd is magnetized to the S pole. Therefore, in the initial state where the steering wheel 5 is not rotating, the strength of the magnetic field in the detection direction Dd applied to the angle detection section 90 has a predetermined value.

Therefore, when the steering angle changes, the output waveform of the first element of the angle detection section 90 that detects the strength of the magnetic field in the detection direction Dd becomes a cosine wave. Furthermore, when the steering angle changes, the output waveform of the second element of the angle detection section 90 that detects the strength of the magnetic field in the direction orthogonal to the detection direction Dd becomes a sine wave. Then, the angle detection section 90 divides the value of the signal consisting of the sine wave of the second element of the angle detection section 90 by the value of the signal consisting of the cosine wave of the first element of the angle detection section 90. Thereby, the angle detection unit 90 calculates the rotation angle of the driven rotor 40 as shown in FIG. 12 by calculating the tangent value corresponding to the rotation angle of the driven rotor 40. Note that in FIG. 12, the rotation angle of the driven rotating body 40 with respect to the steering angle is indicated by θt.

Here, as described above, as shown in FIG. has been done. Therefore, for example, when signals are simultaneously output to the motor control device 18 from the angle detection section 90, the first torque detection section 81, and the second torque detection section 82, the motor control device 18 detects a plurality of signals. Since the signals are superimposed, the acquired signals cannot be distinguished.

Therefore, when acquiring the signal from the angle detection section 90, the motor control device 18 transmits a trigger signal for causing the angle detection section 90 to output the angle detection section 90, the first torque detection section 81, and the first torque detection section 81. It is output to the second detection section 82 for torque. Thereby, in order to recognize the output timing, the angle detection section 90, the first torque detection section 81, and the second torque detection section 82 output to the motor control device 18 with mutually shifted timings. Therefore, the motor control device 18 can determine which signal is the signal input to the motor control device 18. Note that the trigger signal for causing the angle detection section 90 to output is compared with the signal for causing the first torque detection section 81 to output and the signal for causing the second torque detection section 82 to output. The amplitude and on/off time have been changed. Further, here, the SENT method is used as the trigger signal for causing the angle detection section 90 to output. Therefore, the communication speed between the angle detection section 90 and the motor control device 18 is relatively fast.

Therefore, the angle detection section 90, the first torque detection section 81, and the second torque detection section 82 receive a trigger signal for causing the angle detection section 90 to output from the motor control device 18 to the common terminal 71 and the common terminal 71. It is received via wiring 74. At this time, the angle detection unit 90 outputs a signal corresponding to the calculated rotation angle of the driven rotating body 40 to the motor control device 18 via the common wiring 74 and the common terminal 71. Further, at this time, the first torque detection section 81 and the second torque detection section 82 do not output any output.

Further, here, the first torque detection section 81 calculates the rotation angle of the first conductor 31 as described above. Furthermore, since the number of teeth of the driven rotor 40 is different from the number of teeth of the main rotor 30, the period of the output waveform of the first torque detection section 81 is different from the period of the output waveform of the angle detection section 90. . Further, since the output signal of the first torque detection section 81 corresponds to the rotation angle of the first conductor 31, it corresponds to the steering angle. Furthermore, since the output signal of the angle detection section 90 corresponds to the rotation angle of the driven rotary body 40, it corresponds to the steering angle. Therefore, the difference between the rotation angle of the first conductor 31 and the rotation angle of the driven rotating body 40 corresponds to the steering angle.

Therefore, the motor control device 18 calculates the difference between the rotation angle of the first conductor 31 obtained from the first torque detection section 81 and the rotation angle of the driven rotating body 40 obtained from the angle detection section 90. The steering angle is calculated from the calculated difference. Note that after that, the motor control device 18 may control the motor 19 based on the calculated steering angle instead of the steering torque. Furthermore, the motor control device 18 may control the motor 19 based on both the calculated steering torque and steering angle.

Further, the motor control device 18 outputs the calculated steering angle to a brake system (not shown) of the vehicle. The brake system then performs, for example, ABS control using the steering angle and the like.

Further, here, the steering wheel 5 may be rotated while the ignition of the vehicle is turned off and the battery (not shown) of the motor control device 18 is removed. At this time, since power is not supplied to the motor control device 18, the steering angle is not calculated. Therefore, the actual angle of the steering wheel 5 and the steering angle stored in the motor control device 18 deviate from each other. In this state, for example, if the ignition of the vehicle is turned on and the vehicle starts automatically, the start will be unexpected for the driver.

Therefore, immediately after the ignition of the vehicle is turned on from off, the motor control device 18 sends a trigger signal to the angle detection section 90, the first torque detection section 81, and the torque detection section 90 to cause the angle detection section 90 to output an output. output to the second detection unit 82. Thereafter, the motor control device 18 outputs a trigger signal for causing the first torque detection section 81 to output to the angle detection section 90, the first torque detection section 81, and the second torque detection section 82. Thereby, the motor control device 18 acquires the signal from the angle detection section 90 and the signal from the first torque detection section 81, and based on the acquired signals, the Calculate the steering angle. Therefore, since the deviation between the actual angle of the steering wheel 5 and the steering angle stored in the motor control device 18 is suppressed, unexpected start for the driver is suppressed when the vehicle starts automatically. be done.

Further, when the ignition of the vehicle is turned off from on, the motor 19 is controlled by the motor control device 18 to change the direction of the steering wheel 5 and the wheels 17 to the initial direction for the next start of the vehicle. It may be returned. Furthermore, at this time, the motor 19 generates sound. Furthermore, the interior of the vehicle tends to be quieter when the ignition of the vehicle is off than when the ignition of the vehicle is on. Therefore, at this time, the occupants of the vehicle may feel uncomfortable. Note that the initial direction is, for example, the orientation of the steering wheel 5 and wheels 17 when the vehicle is traveling straight.

Therefore, immediately after the ignition of the vehicle is turned off from on, the motor control device 18 sends a trigger signal to the angle detection section 90, the first torque detection section 81, and the torque detection section 90 to cause the angle detection section 90 to output an output. output to the second detection unit 82. Thereafter, the motor control device 18 outputs a trigger signal for causing the first torque detection section 81 to output to the angle detection section 90, the first torque detection section 81, and the second torque detection section 82. Thereby, the motor control device 18 acquires the signal from the angle detection section 90 and the signal from the first torque detection section 81, and based on the acquired signals, the Calculate the steering angle. Further, the motor control device 18 stores the calculated steering angle in a flash memory. Therefore, the steering wheel 5 and the wheels 17 can be returned to their orientation from the stored steering angles at times other than when the ignition of the vehicle is turned off from on, for example, when the occupant of the vehicle leaves the vehicle. Can be done. Therefore, there is no need to return the steering wheel 5 and wheels 17 to their initial directions when the ignition of the vehicle is turned off. Therefore, since the noise generated from the motor 19 at this time is suppressed, the occupants of the vehicle are prevented from feeling uncomfortable.

Further, here, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 output to the motor control device 18 via the common wiring 74 and the common terminal 71 with timings shifted from each other. do. Therefore, the communication speed between the first torque detection section 81 and the second torque detection section 82 and the motor control device 18 is as follows: slow compared to acquiring signals from simultaneously.

Therefore, the motor control device 18 does not output a trigger signal for causing the angle detection section 90 to output when the vehicle is running or when the vehicle is stopped with the ignition turned on. Also, at this time, the motor control device 18 calculates the rotation angle and rotation speed of the motor 19 from signals from a resolver (not shown) attached to the motor 19 or the like. Further, the motor control device 18 estimates the steering angle based on the calculated rotation angle and rotation speed of the motor 19 and the gear ratio of the reduction gear 20. As a result, the number of communications is reduced because the motor control device 18 does not output a trigger signal to cause the angle detection section 90 to output while the vehicle is running or when the vehicle is stopped with the ignition turned on. do. Therefore, the communication speed between the first torque detection section 81 and the second torque detection section 82 and the motor control device 18 becomes faster.

As described above, the torque angle sensor 25 detects the steering angle. Next, suppression of an increase in the number of wires due to an increase in the number of detection parts by the torque angle sensor 25 will be explained.

A common wiring 74 is connected to the first torque detection section 81, the second torque detection section 82, and the angle detection section 90. Further, the common wiring 74 outputs a signal from the first torque detection section 81, a signal from the second torque detection section 82, and a signal from the angle detection section 90. Note that the first torque detection section 81 and the second torque detection section 82 correspond to a torque detection section. Further, the angle detection section 90 corresponds to an angle detection section.

Here, if output wiring is connected to each of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90, the number of output wiring on the board 60 becomes three. Further, at this time, the number of terminals connected to the output wiring on the board 60 and the number of wiring connecting the terminals and the motor control device 18 are respectively three. However, in this embodiment, the number of output wirings on the board 60, the number of terminals connected to the output wirings on the board 60, and the number of wirings connecting the terminals and the motor control device 18 are determined by the common wiring 74. are one each. Therefore, there is no need to provide output wiring connected to each of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90, and the common wiring 74 is provided. The increase in the number of wiring lines due to the increase in the number of lines is suppressed.

Furthermore, the first embodiment also provides the effects described below.

[1-1] The power supply wiring 75 is connected to the first torque detection section 81, the second torque detection section 82, and the angle detection section 90. Furthermore, the power supply wiring 75 supplies electric power from the motor control device 18 to the first torque detection section 81 , the second torque detection section 82 , and the angle detection section 90 . As a result, it is no longer necessary to provide power supply wiring connected to each of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90, and the power supply wiring 75 is provided. An increase in the number of wires due to an increase in the number of parts is suppressed. Note that the motor control device 18 corresponds to the outside of the torque angle sensor 25.

[1-2] The ground wire 76 is connected to the first torque detection section 81, the second torque detection section 82, and the angle detection section 90. Furthermore, the ground line 76 is connected to the ground (not shown) of the motor control device 18 via the ground terminal 73. As a result, it is no longer necessary to provide ground wiring connected to each of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90, and the ground wire 76 is provided. An increase in the number of wires due to an increase in the number of parts is suppressed.

[1-3] The motor control device 18 is connected to the common wiring 74. Further, the motor control device 18 causes each of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 to output signals with timings shifted from each other. Thereby, the motor control device 18 can determine which signal is the signal input to the motor control device 18. Note that the motor control device 18 corresponds to a control section.

[1-4] The motor control device 18 acquires a signal from the angle detection unit 90 immediately after the ignition of the vehicle is turned on from off. Furthermore, the motor control device 18 calculates the steering angle based on the acquired signal. As a result, the deviation between the actual angle of the steering wheel 5 and the steering angle stored in the motor control device 18 is suppressed, so that when the vehicle starts automatically, it is prevented from starting unexpectedly for the driver. be done. Note that the period immediately after the ignition of the vehicle is turned on from off is, for example, a period from when the ignition of the vehicle starts to be turned on until several seconds have elapsed.

[1-5] The motor control device 18 acquires a signal from the angle detection section 90 immediately after the ignition of the vehicle is turned off from on. Furthermore, the motor control device 18 calculates the steering angle based on the acquired signal. Thereby, based on the calculated steering angle, the orientation of the steering wheel 5 and the wheels 17 can be returned to the original direction at times other than when the ignition of the vehicle is turned off from on, for example, when the vehicle occupant leaves the vehicle. I can do it. Therefore, there is no need to return the steering wheel 5 and wheels 17 to their initial directions when the ignition of the vehicle is turned off. Therefore, since the noise generated from the motor 19 at this time is suppressed, the occupants of the vehicle are prevented from feeling uncomfortable. Note that immediately after the ignition of the vehicle is turned off from on is, for example, a period from when the ignition of the vehicle starts to be turned off until several seconds have elapsed.

[1-6] While the vehicle is running, the motor control device 18 estimates the steering angle based on the rotation angle of the motor 19 without outputting a trigger signal for causing the angle detection unit 90 to output. As a result, while the vehicle is running, the motor control device 18 does not output a trigger signal for causing the angle detection section 90 to output, and the number of communications is reduced. The communication speed between the second detection unit 82 and the motor control device 18 becomes faster.

[1-7] When the ignition of the vehicle is on and the vehicle is stopped, the motor control device 18 does not output a trigger signal for causing the angle detection unit 90 to output, and the motor control device 18 operates based on the rotation angle of the motor 19. , estimate the steering angle. As a result, while the vehicle ignition is on and the vehicle is stopped, the number of communications is reduced by the amount that the motor control device 18 does not output the trigger signal for causing the angle detection section 90 to output. Therefore, the communication speed between the first torque detection section 81 and the second torque detection section 82 and the motor control device 18 becomes faster.

(Second embodiment)
In the second embodiment, the torque angle sensor 25 includes two common terminals 71, two power terminals 72, two ground terminals 73, two common wires 74, two power wires 75, and two ground wires 76, as shown in FIG. The torque angle sensor 25 also includes two coil patterns 77, a first torque detection section 81, a second torque detection section 82, and two angle detection sections 90. Other than this, the second embodiment is the same as the first embodiment.

Here, when the output wiring is connected to each of the two first torque detection section 81, the second torque detection section 82, and the angle detection section 90, the number of output wiring on the board 60 is 6. It becomes one. Further, at this time, the number of terminals connected to the output wiring on the board 60 and the number of wiring connecting the terminals and the motor control device 18 are six. In contrast, in the second embodiment, the common wiring 74 connects the number of output wirings on the board 60, the number of terminals connected to the output wirings on the board 60, and the terminals and the motor control device 18. The number of wires to be connected is the same as the number of common wires 74, so there are two wires for each. Therefore, the number of output wirings on the board 60, the number of terminals connected to the output wirings on the board 60, and the number of wirings connecting the terminals and the motor control device 18 are each reduced by four. An increase in the number of wiring lines due to an increase in the number of detection units is suppressed. Therefore, the second embodiment also has the same effects as the first embodiment. Moreover, in the second embodiment, the effects described below are also achieved.

[2] The torque angle sensor 25 includes two common wirings 74, a first torque detection section 81, a second torque detection section 82, and two angle detection sections 90. As a result, even if one common wiring 74 is disconnected, the other common wiring 74, the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 will respond to the steering torque and steering angle. The resulting signal is output to the motor control device 18. Further, even if one of the first torque detection section 81, the second torque detection section 82, and the angle detection section 90 is out of order, the other first torque detection section 81, second torque detection section 82, and angle detection section 81 may fail. The detection unit 90 outputs a corresponding signal to the motor control device 18. Therefore, the redundancy of the torque angle sensor 25 is improved.

(Third embodiment)
The third embodiment will be described with reference to FIGS. 14 to 23. In the third embodiment, the torque angle sensor 25 further includes a torque magnet 86 instead of the coil pattern 77. Further, the torque angle sensor 25 includes a first yoke 361 and a second yoke 362 instead of the first conductor 31 and the second conductor 32. Furthermore, the torque angle sensor 25 includes a first driven rotary body 41 and a second driven rotary body 42 instead of the driven rotary body 40 . Furthermore, the torque angle sensor 25 includes a torque detection section 83 instead of the first torque detection section 81 and the second torque detection section 82 . Further, the torque angle sensor 25 includes a support member 390, a first magnetic induction member 391, and a second magnetic induction member 392. Further, the torque angle sensor 25 includes a first angle magnet 851 and a second angle magnet 852 instead of the angle magnet 85. Further, the torque angle sensor 25 includes a first angle detection section 91 and a second angle detection section 92 instead of the angle detection section 90. In addition to the active cylinder portion 300 and the active tooth portion 301, the active rotating body 30 includes a fixing collar 302. Other than these, the second embodiment is the same as the first embodiment.

The torque magnet 86 is formed in an annular shape, as shown in FIG. Further, the torque magnet 86 is connected to the end of the first steering shaft 11. Furthermore, a portion of the torsion bar 13 is inserted into the hole of the torque magnet 86. Further, the axis of the torque magnet 86 is located on the same axis as the axis of the torsion bar 13. Therefore, the axis of the torque magnet 86, the axis of the torsion bar 13, and the axis of the main drive rotating body 30 are the same axis. Furthermore, the torque magnet 86 rotates together with the first steering shaft 11 around the axis of the main drive rotating body 30 . Further, the torque magnet 86 is magnetized so that the magnetic poles are alternately reversed in the circumferential direction.

The first yoke 361 is annular and made of a soft magnetic material, as shown in FIGS. 14, 15, and 17 to 21. Further, the first yoke 361 includes a first yoke annular portion 370 and a plurality of first yoke claw portions 372 .

The first yoke annular portion 370 is formed in an annular shape. Further, a portion of the first yoke annular portion 370 is inserted into a hole extending in the radial direction of the driving cylinder portion 300.

The first yoke claw portion 372 rotates together with the first yoke annular portion 370 to collect the magnetic field generated by the torque magnet 86 . Specifically, the first yoke claw portion 372 protrudes from the inside of the first yoke annular portion 370 in the axial direction Da. Further, the first yoke claw portion 372 is formed in a tapered shape whose width decreases from the inside of the first yoke annular portion 370 toward the tip side. Further, the first yoke pawl portion 372 is connected to the inner surface of the active cylinder portion 300. Further, the first yoke claw portion 372 faces the outer surface of the torque magnet 86 in the radial direction. Further, since the holes in the driving cylinder portion 300 are formed at predetermined intervals in the circumferential direction, the first yoke claw portions 372 are formed at predetermined intervals in the circumferential direction.

The second yoke 362, like the first yoke 361, is annular and made of a soft magnetic material. Further, the second yoke 362 is, for example, integrally molded with the main drive rotating body 30 and the first yoke 361. Further, the second yoke 362 includes a second yoke annular portion 380 and a plurality of second yoke claw portions 382.

The second yoke annular portion 380 is formed in an annular shape. Further, a portion of the second yoke annular portion 380 is inserted into a hole extending in the radial direction of the driving cylinder portion 300.

The second yoke claw portion 382 rotates together with the second yoke annular portion 380 to collect the magnetic field generated by the torque magnet 86 . Specifically, the second yoke claw portion 382 protrudes from the inside of the second yoke annular portion 380 in the axial direction Da. Further, the second yoke claw portion 382 is formed in a tapered shape whose width decreases from the inside of the second yoke annular portion 380 toward the tip side. Further, the second yoke claw portion 382 is connected to the inner surface of the main drive rotating body 30. Further, the second yoke claw portion 382 faces the outer surface of the torque magnet 86 in the radial direction. Further, since the holes in the driving cylinder portion 300 are formed at predetermined intervals in the circumferential direction, the second yoke claw portions 382 are formed at predetermined intervals in the circumferential direction. Further, the second yoke claw portions 382 are arranged between the first yoke claw portions 372 adjacent to each other. Therefore, the first yoke claw portions 372 and the second yoke claw portions 382 are arranged alternately in the circumferential direction.

The first driven rotating body 41 has a first driven large diameter portion 410, a first driven tooth portion 411, and a first driven small diameter portion 412, as shown in FIGS. 19 and 22. Further, the first driven rotary body 41 corresponds to the driven rotary body 40 . Therefore, a detailed description of the first driven rotating body 41 will be omitted.

The second driven rotary body 42 is made of resin or the like similarly to the first driven rotary body 41. Further, the second driven rotating body 42 is attached to a recessed portion of the case 50, as shown in FIGS. 20 and 22. Further, the second driven rotating body 42 has a second driven large diameter portion 420, a second driven tooth portion 421, and a second driven small diameter portion 422. The second driven large diameter portion 420 is formed in a cylindrical shape. The second driven tooth portions 421 protrude radially outward from the second driven large diameter portion 420, and are arranged in plural in the circumferential direction. Thereby, a part of the second driven rotating body 42 is a gear. In addition, a portion of one second driven tooth portion 421 is located between adjacent active tooth portions 301 . Therefore, the second driven rotating body 42 meshes with the main rotating body 30. Furthermore, here, the number of the second driven tooth sections 421 corresponding to the number of teeth of the second driven rotor 42 is equal to the number of the main drive tooth sections 301 corresponding to the number of teeth of the main drive rotor 30 and the number of the first driven rotor 41 corresponding to the number of teeth of the main drive rotor 30. The number of first driven teeth 411 corresponds to the number of teeth. The second driven small diameter portion 422 has an outer diameter smaller than the second driven large diameter portion 420 and is connected to the second driven large diameter portion 420 in the axial direction Da.

The torque detection section 83 is mounted on the substrate 60, as shown in FIGS. 21 and 22. Further, the torque detection section 83 is connected to a common wiring 74, a power supply wiring 75, and a ground line 76, as shown in FIG. Furthermore, the torque detection section 83 includes a Hall element and an MR element (not shown). With these elements, the torque detection section 83 detects the strength of the magnetic field in the axial direction Da applied to the torque detection section 83. Further, the torque detection section 83 outputs a signal corresponding to the strength of the detected magnetic field to the motor control device 18 via the common wiring 74 and the common terminal 71.

The first magnetic induction member 391 is made of a soft magnetic material. Further, a part of the first magnetic induction member 391 is supported by a support member 390, as shown in FIGS. 21 and 22. Further, a portion of the first magnetic induction member 391 supported by the support member 390 faces the first yoke annular portion 370 in the axial direction Da at a position close to the support member 390. Further, the first magnetic guiding member 391 extends from a portion of the first magnetic guiding member 391 supported by the supporting member 390 toward the torque detecting section 83 . By being bent, this extending portion faces the torque detecting portion 83 in the axial direction Da at a position close to it.

The second magnetic induction member 392 is made of soft magnetic material. Further, a part of the second magnetic induction member 392 is attached to the surface of the substrate 60 opposite to the surface on which the torque detection section 83 is mounted. Further, a portion of the second magnetic induction member 392 faces the torque detection section 83 in the axial direction Da. Further, the second magnetic guiding member 392 extends from a portion of the second magnetic guiding member 392 toward the second yoke annular portion 380 . This extending portion is bent and faces the second yoke annular portion 380 in the axial direction Da at a close position.

The first angle magnet 851 is inserted into the hole of the first driven small diameter portion 412, as shown in FIG. Therefore, when the first driven rotary body 41 rotates, the first angle magnet 851 rotates together with the first driven rotary body 41. Further, in an initial state in which the steering wheel 5 is not rotating, one side of the first angle magnet 851 in the first direction D1 is, for example, magnetized to the N pole. Furthermore, in an initial state in which the steering wheel 5 is not rotating, the other side of the first angle magnet 851 in the first direction D1 is magnetized to, for example, an S pole. Note that the first direction D1 is the direction of a straight line that is perpendicular to the axial direction Da among the straight lines connecting the axis of the main driving rotating body 30 and the axis of the first driven rotating body 41.

The second angle magnet 852 is inserted into the hole of the second driven small diameter portion 422, as shown in FIG. Therefore, when the second driven rotary body 42 rotates, the second angle magnet 852 rotates together with the second driven rotary body 42 . Further, in an initial state in which the steering wheel 5 is not rotating, one side of the second angle magnet 852 in the second direction D2 is magnetized to, for example, an N pole. Furthermore, in the initial state in which the steering wheel 5 is not rotating, the other side of the second angle magnet 852 in the second direction D2 is magnetized to, for example, an S pole. Note that the second direction D2 is a direction of a straight line that is perpendicular to the axial direction Da among the straight lines connecting the axis of the main driving rotary body 30 and the axis of the second driven rotary body 42.

The first angle detection section 91 is mounted on the substrate 60, as shown in FIGS. 19 and 22. Further, the first angle detection section 91 is connected to a common wiring 74, a power supply wiring 75, and a ground line 76, as shown in FIG. Further, the first angle detection section 91 is opposed in the axial direction Da to a portion of the case base 51 that is directly opposed to the first angle magnet 851 in the axial direction Da. As a result, the lines of magnetic force pass from the north pole of the first angle magnet 851 to the case base 51, the first angle detection section 91, the case base 51, and the south pole of the first angle magnet 851. In addition, the first angle detection section 91 includes a first element, a second element, a microcomputer, a CPU, a ROM, a flash memory, a RAM, an I/O, and a bus line connecting these components (not shown). The first element and the second element are, for example, a Hall element or an MR element. Further, the first element of the first angle detection section 91 detects the strength of the magnetic field in the first direction D1 among the magnetic fields passing through the angle detection section 90. Further, the second element of the first angle detection section 91 detects the strength of the magnetic field in the direction perpendicular to the first direction D1, out of the magnetic field passing through the angle detection section 90. In addition, the first angle detection unit 91 executes a program stored in the ROM to detect magnetic field strength based on the strength of the magnetic field detected by the first element and the strength of the magnetic field detected by the second element. , generates a signal corresponding to the steering angle. Further, the first angle detection section 91 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71 based on the signal from the motor control device 18 .

The second angle detection section 92 is mounted on the substrate 60, as shown in FIGS. 20 and 22. Further, the second angle detection section 92 is connected to a common wiring 74, a power supply wiring 75, and a ground line 76, as shown in FIG. Further, the second angle detecting section 92 is opposed in the axial direction Da to a portion of the case base 51 that is directly opposed to the second angle magnet 852 in the axial direction Da. As a result, the lines of magnetic force pass from the north pole of the second angle magnet 852 to the case base 51, the second angle detection section 92, the case base 51, and the south pole of the second angle magnet 852. Further, the second angle detection section 92 includes a first element, a second element, a microcomputer, a CPU, a ROM, a flash memory, a RAM, an I/O, and a bus line connecting these components, which are not shown. The first element and the second element are, for example, a Hall element or an MR element. Further, the first element of the second angle detection section 92 detects the strength of the magnetic field in the second direction D2 among the magnetic fields passing through the angle detection section 90. Further, the second element of the second angle detection section 92 detects the strength of the magnetic field in the direction orthogonal to the second direction D2, among the magnetic fields passing through the angle detection section 90. Further, the second angle detection unit 92 executes a program stored in the ROM to detect the magnetic field strength detected by the first element and the magnetic field strength detected by the second element. , generates a signal corresponding to the steering angle. Further, the second angle detection unit 92 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71 based on the signal from the motor control device 18 .

The fixing collar 302 of the main rotating body 30 is formed into a cylindrical shape, as shown in FIGS. 19 to 21. Further, the fixing collar 302 is connected to the inner surface of the active cylinder portion 300. Further, the fixing collar 302 is connected to the second steering shaft 12. Therefore, the main rotating body 30 rotates together with the second steering shaft 12.

As described above, the torque angle sensor 25 of the third embodiment is configured. The torque angle sensor 25 detects steering torque and steering angle, and suppresses an increase in the number of wiring lines due to an increase in the number of detection sections. Next, detection of steering torque by the torque angle sensor 25 of the third embodiment will be described.

Assume that no steering torque is generated because the steering wheel 5 is not rotating. In this case, as shown in FIG. 24, the torque magnet 86, the first yoke claw part 372, and the second yoke claw part 382 are phase-aligned in a neutral state in the circumferential direction. In this neutral state, the center positions of all the first yoke claws 372 and the second yoke claws 382 coincide with the boundary between the north and south poles of the torque magnet 86 in the circumferential direction. At this time, the number of lines of magnetic force passing from the N pole of the torque magnet 86 through the first yoke claw part 372 becomes the same as the number of lines of magnetic force passing from the N pole of the torque magnet 86 through the second yoke claw part 382. . Therefore, no magnetic flux density is generated between the first yoke 361 and the second yoke 362.

When the steering wheel 5 rotates, a steering torque is generated, thereby causing the first steering shaft 11 connected to the steering wheel 5 to rotate. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. Furthermore, the second steering shaft 12 fixed to the torsion bar 13 by the shaft pin 14 rotates. Further, the second steering shaft 12 is connected to a fixing collar 302 of the main rotating body 30. Therefore, the main rotating body 30 rotates. As a result, the first yoke 361 and the second yoke 362, which are integral with the main drive rotating body 30, rotate relative to the torque magnet 86.

In this case, as shown in FIG. 25, the portion where the N pole of the torque magnet 86 and the first yoke claw portion 372 overlap in the direction perpendicular to the axial direction Da increases. Further, the portion where the S pole of the torque magnet 86 and the second yoke claw portion 382 overlap in the direction perpendicular to the axial direction Da increases. At this time, the lines of magnetic force from the N pole of the torque magnet 86 toward the first yoke claw portion 372 increase, and the lines of magnetic force from the second yoke claw portion 382 toward the S pole of the torque magnet 86 increase. Therefore, a magnetic flux density is generated between the first yoke 361 and the second yoke 362.

Here, as described above, as shown in FIG. 21, the first magnetic induction member 391 is formed of a soft magnetic material, and is axially connected to the first yoke annular portion 370 and the torque detection portion 83. It is facing Da. Further, as described above, the second magnetic induction member 392 is formed of a soft magnetic material and faces the torque detection section 83 and the second yoke annular section 380 in the axial direction Da.

Therefore, at this time, the number of lines of magnetic force passing from the N pole of the torque magnet 86 to the torque detection section 83 via the first yoke annular section 370 and the first magnetic induction member 391 increases. Furthermore, the magnetic lines of force that have passed through the torque detection section 83 pass through the S pole of the torque magnet 86 via the second magnetic induction member 392 and the second yoke annular section 380 . Therefore, the torque detection unit 83 detects the strength of the magnetic field in one direction in the axial direction Da. Thereby, the torque detection section 83 detects the steering torque.

Furthermore, when a steering torque occurs in the opposite direction to the case in FIG. 25, as shown in FIG. The overlap will increase. Further, the portion where the N pole of the torque magnet 86 and the second yoke claw portion 382 overlap in the direction orthogonal to the axial direction Da increases. At this time, the lines of magnetic force from the N pole of the torque magnet 86 toward the second yoke claw portion 382 increase, and the lines of magnetic force from the first yoke claw portion 372 toward the S pole of the torque magnet 86 increase. Therefore, a magnetic flux density is generated between the first yoke 361 and the second yoke 362.

Therefore, at this time, the number of lines of magnetic force passing from the N pole of the torque magnet 86 to the torque detection section 83 via the second yoke annular section 380 and the second magnetic induction member 392 increases. Further, the magnetic lines of force that have passed through the torque detection section 83 pass through the S pole of the torque magnet 86 via the first magnetic induction member 391 and the first yoke annular section 370. Therefore, the torque detection section 83 detects the strength of the magnetic field in the other direction of the axial direction Da. Thereby, the torque detection section 83 detects the steering torque.

Here, the torque detection section 83, the first angle detection section 91, and the second angle detection section 92 are connected to the motor control device 18 via a common wiring 74. Therefore, for example, when signals are simultaneously output to the motor control device 18 from the torque detection section 83, the first angle detection section 91, and the second angle detection section 92, the motor control device 18 detects a plurality of signals. Since the signals are superimposed, the acquired signals cannot be distinguished.

Therefore, when acquiring the signal from the torque detection section 83, the motor control device 18 transmits a trigger signal to the torque detection section 83, the first angle detection section 91, and the trigger signal for causing the torque detection section 83 to output. It is output to the second angle detection section 92. Thereby, in order to recognize the output timing, the torque detection section 83, the first angle detection section 91, and the second angle detection section 92 output to the motor control device 18 with mutually shifted timings. Therefore, the motor control device 18 can determine which signal is the signal input to the motor control device 18. Also in this case, the trigger signal is, for example, a pulse signal, and by changing the amplitude and on/off time, the torque detection section 83, the first angle detection section 91, and the second angle detection section These are signals to be output to the sections 92, respectively. Furthermore, the SENT system is used for the trigger signal. As a result, the communication speed between the torque detection section 83, the first angle detection section 91, and the second angle detection section 92 and the motor control device 18 is relatively fast.

Therefore, the torque detection section 83, the first angle detection section 91, and the second angle detection section 92 transmit a trigger signal for outputting the torque detection section 83 from the motor control device 18 to the common terminal 71 and the common wiring. 74. At this time, the torque detection section 83 outputs a signal corresponding to the steering torque to the motor control device 18 via the common wiring 74 and the common terminal 71. Further, at this time, the first angle detection section 91 and the second angle detection section 92 do not output any output. Then, the motor control device 18 calculates the steering torque based on the signal acquired from the torque detection section 83.

As described above, in the third embodiment, the torque detection unit 83 detects a magnetic field that changes as the relative angles of the first yoke 361 and the second yoke 362 with respect to the torque magnet 86 change in the rotational direction of the torque magnet 86. detect the strength of Thereby, the torque angle sensor 25 of the third embodiment detects the steering torque. Next, detection of the steering angle by the torque angle sensor 25 of the third embodiment will be described.

When the steering wheel 5 rotates, the first steering shaft 11 connected to the steering wheel 5 rotates. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. Furthermore, the second steering shaft 12 fixed to the torsion bar 13 by the shaft pin 14 rotates. Further, the second steering shaft 12 is connected to a fixing collar 302 of the main rotating body 30. Therefore, the main rotating body 30 rotates. Therefore, the first driven rotary body 41 and the second driven rotary body 42, which are engaged with the main driven rotary body 30, rotate.

At this time, the first angle magnet 851 attached to the first driven rotating body 41 rotates. Therefore, the lines of magnetic force that pass from the N pole of the first angle magnet 851 to the S pole of the case base 51, the first angle detection section 91, the case base 51, and the first angle magnet 851 change periodically. As a result, the strength of the magnetic field in the first direction D1 applied to the first angle detection section 91 changes periodically.

Here, as described above, in the initial state in which the steering wheel 5 is not rotating, one side of the first angle magnet 851 in the first direction D1 is magnetized to the north pole. Furthermore, in the initial state in which the steering wheel 5 is not rotating, the other side of the first angle magnet 851 in the first direction D1 is magnetized to the S pole. Therefore, in the initial state where the steering wheel 5 is not rotating, the strength of the magnetic field in the first direction D1 applied to the first angle detection section 91 has a predetermined value.

Therefore, when the steering angle changes, the output waveform of the first element of the first angle detection section 91 that detects the strength of the magnetic field in the first direction D1 becomes a cosine wave. Further, when the steering angle changes, the output waveform of the second element of the first angle detection section 91 that detects the strength of the magnetic field in the direction orthogonal to the first direction D1 becomes a sine wave. The first angle detection section 91 then converts the value of the signal consisting of the sine wave of the second element of the first angle detection section 91 into the value of the signal consisting of the cosine wave of the first element of the first angle detection section 91. Divide by value. Thereby, the first angle detection unit 91 calculates the rotation angle of the first driven rotation body 41 by calculating the tangent value corresponding to the rotation angle of the first driven rotation body 41, as shown in FIG. do. Note that in FIG. 27, the rotation angle of the first driven rotating body 41 with respect to the steering angle is indicated by θt1.

Further, the second angle magnet 852 attached to the second driven rotating body 42 rotates. Therefore, the lines of magnetic force that pass from the N pole of the second angle magnet 852 to the S poles of the case base 51, the second angle detection section 92, the case base 51, and the second angle magnet 852 change periodically. As a result, the strength of the magnetic field in the second direction D2 applied to the second angle detection section 92 changes periodically.

Here, as described above, in the initial state in which the steering wheel 5 is not rotating, one side of the second angle magnet 852 in the second direction D2 is magnetized to the north pole. Furthermore, in the initial state where the steering wheel 5 is not rotating, the other side of the second angle magnet 852 in the second direction D2 is magnetized to the S pole. Therefore, in the initial state where the steering wheel 5 is not rotating, the strength of the magnetic field in the second direction D2 applied to the second angle detection section 92 has a predetermined value.

Therefore, when the steering angle changes, the output waveform of the first element of the second angle detection section 92 that detects the strength of the magnetic field in the second direction D2 becomes a cosine wave. Furthermore, when the steering angle changes, the output waveform of the second element of the second angle detection section 92 that detects the strength of the magnetic field in the direction orthogonal to the second direction D2 becomes a sine wave. Then, the second angle detection section 92 converts the value of the signal consisting of the sine wave of the second element of the second angle detection section 92 into the value of the signal consisting of the cosine wave of the first element of the second angle detection section 92. Divide by value. Thereby, the second angle detection unit 92 calculates the rotation angle of the second driven rotation body 42 by calculating the tangent value corresponding to the rotation angle of the second driven rotation body 42, as shown in FIG. do. In addition, in FIG. 27, the rotation angle of the second driven rotating body 42 with respect to the steering angle is shown as θt2.

Here, the first angle detection section 91, the second angle detection section 92, and the torque detection section 83 are connected to the motor control device 18 via a common wiring 74. Therefore, for example, when signals are simultaneously output to the motor control device 18 from the first angle detection section 91, the second angle detection section 92, and the torque detection section 83, the motor control device 18 detects a plurality of signals. Since the signals are superimposed, the acquired signals cannot be distinguished.

Therefore, when acquiring the signal from the first angle detection section 91, the motor control device 18 transmits a trigger signal to the first angle detection section 91 to cause the first angle detection section 91 to output the trigger signal. It is output to the second detection section 92 and the torque detection section 83. Further, when acquiring the signal from the second angle detection section 92, the motor control device 18 transmits a trigger signal for causing the second angle detection section 92 to output the first angle detection section 91, It is output to the second detection section 92 and the torque detection section 83. Thereby, in order to recognize the output timing, the first angle detection section 91, the second angle detection section 92, and the torque detection section 83 output to the motor control device 18 with mutually shifted timings. Therefore, the motor control device 18 can determine which signal is the signal input to the motor control device 18.

Therefore, the first angle detection section 91, the second angle detection section 92, and the torque detection section 83 receive a trigger signal from the motor control device 18 to the common terminal 71 for causing the first angle detection section 91 to output. and received via the common wiring 74. At this time, the first angle detection unit 91 outputs a signal corresponding to the calculated rotation angle of the first driven rotating body 41 to the motor control device 18 via the common wiring 74 and the common terminal 71. Further, at this time, the second angle detection section 92 and the torque detection section 83 do not output. Thereafter, the first angle detection section 91, the second angle detection section 92, and the torque detection section 83 transmit a trigger signal from the motor control device 18 to the common terminal 71 to cause the second angle detection section 92 to output. and received via the common wiring 74. At this time, the second angle detection unit 92 outputs a signal corresponding to the calculated rotation angle of the second driven rotating body 42 to the motor control device 18 via the common wiring 74 and the common terminal 71. Moreover, at this time, the first angle detection section 91 and the torque detection section 83 do not output.

Here, the number of the second driven teeth 421 corresponding to the number of teeth of the second driven rotating body 42 is different from the number of first driven teeth 411 corresponding to the number of teeth of the first driven rotating body 41. Therefore, the period of the output waveform of the first element and the second element of the first angle detection section 91 is different from the period of the output waveform of the first element and the second element of the second angle detection section 92. Further, the outputs of the first element and the second element of the first angle detection section 91 and the outputs of the first and second elements of the second angle detection section 92 each correspond to the steering angle. Therefore, the difference between the rotation angle of the first driven rotor 41 and the rotation angle of the second driven rotor 42 corresponds to the steering angle.

Therefore, the motor control device 18 detects the difference between the rotation angle of the first driven rotor 41 obtained from the first angle detection section 91 and the rotation angle of the second driven rotation body 42 obtained from the second angle detection section 92. The steering angle is calculated from the calculated difference. Note that after that, the motor control device 18 may control the motor 19 based on the calculated steering angle instead of the steering torque. Furthermore, the motor control device 18 may control the motor 19 based on both the calculated steering torque and steering angle.

Further, similarly to the first embodiment, the motor control device 18 outputs the calculated steering angle to the brake system (not shown) of the vehicle. The brake system then performs, for example, ABS control using the steering angle and the like.

As described above, the torque angle sensor 25 of the third embodiment detects the steering angle. Also in the third embodiment, the common wiring 74 has the effect of suppressing an increase in the number of wirings due to an increase in the number of detection sections, as in the first embodiment.

(Fourth embodiment)
The fourth embodiment will be described with reference to FIGS. 28 to 30. In the fourth embodiment, the torque angle sensor 25 includes an angle conductor 87 and an angle coil pattern 88 instead of the angle magnet 85. Further, the form of the angle detection section 90 is different from the first embodiment. Other than these, the second embodiment is the same as the first embodiment.

The angle conductor 87 is made of, for example, metal and has electrical conductivity. Further, as shown in FIG. 28, the angle conductor 87 is formed in a plate shape extending in a direction perpendicular to the axial direction Da. Further, the angle conductors 87 are connected to the driven small diameter portion 402 in the axial direction Da, and are arranged in plural at intervals in the circumferential direction.

The angle coil pattern 88 is formed on the substrate 60, as shown in FIGS. 28 and 29. Further, the angle coil pattern 88 faces the angle conductor 87 in the axial direction Da. Note that in FIG. 28, the angle coil pattern 88 is shown in a dotted pattern in order to clarify the location of the angle coil pattern 88.

Furthermore, as shown in FIG. 30, the angle coil pattern 88 includes a first angle receiving coil 871, a second angle receiving coil 872, and an angle excitation coil 990. The first receiving coil 871 for angle and the second receiving coil 872 for angle correspond to the first coil, and generate voltage by electromagnetic induction. The angle excitation coil 990 corresponds to the second coil, and surrounds the first angle receiving coil 871 and the second angle receiving coil 872.

The angle detection section 90 is mounted on the substrate 60, as shown in FIG. Further, the angle detection unit 90 includes an angle high frequency transmission circuit 901 and an angle output circuit 902, as shown in FIG. The angular high frequency transmission circuit 901 corresponds to the generating section and is connected to the angular excitation coil 990. Further, the angle high frequency transmission circuit 901 applies an AC voltage of 1 to 5 MHz to the angle excitation coil 990. Thereby, the angular high-frequency transmission circuit 901 generates a magnetic field in the axial direction Da that passes through the region surrounded by the first angular receiving coil 871 and the region surrounded by the second angular receiving coil 872. The angle output circuit 902 is connected to the first angle receiving coil 871 and the second angle receiving coil 872. Further, the angle output circuit 902 generates a signal corresponding to the steering angle based on the voltages from the first angle receiving coil 871 and the second angle receiving coil 872. Further, the angle output circuit 902 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG.

As described above, the torque angle sensor 25 of the fourth embodiment is configured. The torque angle sensor 25 of the fourth embodiment detects steering torque similarly to the first embodiment. Therefore, a description of the detection of steering torque by the torque angle sensor 25 of the fourth embodiment will be omitted. Next, detection of the steering angle by the torque angle sensor 25 of the fourth embodiment will be described.

An angle high frequency transmission circuit 901 applies an alternating current voltage to an angle excitation coil 990 . This generates a magnetic field in the axial direction Da that passes through the region surrounded by the first angular receiving coil 871 and the region surrounded by the second angular receiving coil 872. Further, since the magnetic field changes with the alternating current voltage, a voltage is generated in the first angular receiving coil 871 and the second angular receiving coil 872 due to electromagnetic induction.

Further, when the steering wheel 5 rotates, the first steering shaft 11 connected to the steering wheel 5 rotates. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. As a result, the first conductor 31 on the side of the first steering shaft 11 into which the torsion bar 13 is inserted rotates, and the main rotating body 30 also rotates. Therefore, the driven rotor 40 that is meshed with the main drive rotor 30 rotates. Therefore, the angle conductor 87 connected to the driven rotating body 40 rotates.

At this time, since the angle conductor 87 faces the first angle receiving coil 871 and the second angle receiving coil 872 in the axial direction Da, an eddy current is generated in the angle conductor 87. Due to this eddy current, among the magnetic fields in the axial direction Da that pass through the area surrounded by the first angle receiving coil 871 and the area surrounded by the second angle receiving coil 872, the magnetic field passes through the portion facing the angle conductor 87. are canceled out.

Here, as described above, a plurality of angle conductors 87 are lined up at intervals in the circumferential direction, so that spaces are formed between adjacent angle conductors 87. As a result, as the angle conductor 87 rotates, the angle conductor 87 out of the magnetic field in the axial direction Da that passes through the area surrounded by the first angle receiving coil 871 and the area surrounded by the second angle receiving coil 872. The size of the opposing portions changes periodically. Therefore, as the angle conductor 87 rotates, the voltages generated in the first angle receiving coil 871 and the second angle receiving coil 872 change periodically.

Therefore, the voltage generated in the first angular receiving coil 871 and the second angular receiving coil 872 is equal to the voltage generated by the magnetic field that changes due to the AC voltage from the angular high frequency transmitting circuit 901 due to the rotation of the angular conductor 87. The voltage is multiplied by the periodically changing voltage. Therefore, the angle output circuit 902 detects the voltage generated in the first angle receiving coil 871, and from the detected voltage, outputs the voltage of the first angle receiving coil 871 generated by the angle high frequency transmitting circuit 901. Divide. Thereby, the angle output circuit 902 generates, for example, a signal consisting of a sine wave corresponding to the rotation angle of the angle conductor 87 and the driven rotating body 40 by demodulating. Further, the angle output circuit 902 detects the voltage generated in the second angle receiving coil 872, and uses the detected voltage to output the voltage of the second angle receiving coil 872 generated by the angle high frequency transmitting circuit 901. Divide. Thereby, the angle output circuit 902 generates, for example, a signal consisting of a cosine wave corresponding to the rotation angle of the angle conductor 87 and the driven rotating body 40 by demodulating. Then, the angle output circuit 902 divides the value of the signal consisting of the sine wave by the value of the signal consisting of the cosine wave. Thereby, the angle output circuit 902 calculates the rotation angle of the driven rotation body 40 by calculating the tangent value corresponding to the rotation angle of the driven rotation body 40.

The angle detection section 90, the first torque detection section 81, and the second torque detection section 82 receive a trigger signal from the motor control device 18 to the common terminal 71 and the common terminal 71 to output the trigger signal to the angle detection section 90. It is received via wiring 74. At this time, the angle output circuit 902 of the angle detection section 90 outputs a signal corresponding to the calculated rotation angle of the driven rotating body 40 to the motor control device 18 via the common wiring 74 and the common terminal 71. Further, at this time, the first torque detection section 81 and the second torque detection section 82 do not output any output.

Further, here, the first torque detection section 81 calculates the rotation angle of the first conductor 31 as described above. Furthermore, since the number of teeth of the active rotary body 30 that rotates together with the first conductor 31 and the number of teeth of the driven rotary body 40 are different, the period of the output waveform of the first torque detector 81 and the angle output circuit 902 are different. is different from the period of the output waveform. Further, since the output signal of the first torque detection section 81 corresponds to the rotation angle of the first conductor 31, it corresponds to the steering angle. Furthermore, since the output signal of the angle detection section 90 corresponds to the rotation angle of the driven rotary body 40, it corresponds to the steering angle. Therefore, the difference between the rotation angle of the first conductor 31 and the rotation angle of the driven rotating body 40 corresponds to the steering angle.

Therefore, the motor control device 18 calculates the difference between the rotation angle of the first conductor 31 obtained from the first torque detection section 81 and the rotation angle of the driven rotating body 40 obtained from the angle detection section 90. The steering angle is calculated from the calculated difference. Note that after that, the motor control device 18 may control the motor 19 based on the calculated steering angle instead of the steering torque. Furthermore, the motor control device 18 may control the motor 19 based on both the calculated steering torque and steering angle.

Further, similarly to the first embodiment, the motor control device 18 outputs the calculated steering angle to the brake system (not shown) of the vehicle. The brake system then performs, for example, ABS control using the steering angle and the like.

As described above, the torque angle sensor 25 of the fourth embodiment detects the steering angle. In the fourth embodiment as well, the common wiring 74 has the effect of suppressing an increase in the number of wirings due to an increase in the number of detection sections, as in the first embodiment.

(Fifth embodiment)
The fifth embodiment will be described with reference to FIGS. 31 to 35. In the fifth embodiment, the torque angle sensor 25 includes a first angle conductor 971, a second angle conductor 972, and a first angle coil pattern 981 instead of the first angle magnet 851 and the second angle magnet 852. and a second angle coil pattern 982. Furthermore, the configurations of the first angle detection section 91 and the second angle detection section 92 are different from those of the third embodiment. Other than these, the third embodiment is the same as the third embodiment.

The first angular conductor 971 is made of, for example, metal and has electrical conductivity. Further, as shown in FIG. 31, the first angular conductor 971 is formed in a plate shape extending in a direction perpendicular to the axial direction Da. Further, the first angle conductors 971 are connected to the first driven small diameter portion 412 in the axial direction Da, and are arranged in plural at intervals in the circumferential direction.

The second angular conductor 972 is made of, for example, metal and has electrical conductivity. Further, as shown in FIG. 32, the second angular conductor 972 is formed in a plate shape extending in a direction perpendicular to the axial direction Da. Further, the second angle conductors 972 are connected to the second driven small diameter portion 422 in the axial direction Da, and are arranged in plural at intervals in the circumferential direction.

The first angular coil pattern 981 is formed on the substrate 60, as shown in FIGS. 31 and 33. Further, the first angle coil pattern 981 faces the first angle conductor 971 in the axial direction Da. In addition, in FIG. 31, in order to clarify the location of the first angle coil pattern 981, the first angle coil pattern 981 is shown in a dot pattern.

Further, the first angle coil pattern 981 includes a first angle receiving coil 871, a second angle receiving coil 872, and a first angle excitation coil 991, as shown in FIG. The first receiving coil 871 for angle and the second receiving coil 872 for angle correspond to the first coil, and generate voltage by electromagnetic induction. The first angular excitation coil 991 corresponds to the second coil, and surrounds the first angular receiving coil 871 and the second angular receiving coil 872 .

The second angle coil pattern 982 is formed on the substrate 60, as shown in FIGS. 32 and 33. Further, the second angle coil pattern 982 faces the second angle conductor 972 in the axial direction Da. In addition, in FIG. 32, in order to clarify the location of the second angle coil pattern 982, the second angle coil pattern 982 is shown in a dotted pattern.

Further, the second angle coil pattern 982 includes a third angle reception coil 873, a fourth angle reception coil 874, and a second angle excitation coil 992, as shown in FIG. The third angle receiving coil 873 and the fourth angle receiving coil 874 correspond to the first coil, and generate voltage by electromagnetic induction. The second angle excitation coil 992 corresponds to the second coil, and surrounds the third angle reception coil 873 and the fourth angle reception coil 874.

The first angle detection section 91 is mounted on the substrate 60, as shown in FIG. Further, the first angle detection unit 91 includes a first angle high frequency transmission circuit 911 and a first angle output circuit 912, as shown in FIG. The first high-frequency transmission circuit 911 for angle is connected to the first excitation coil 991 for angle. Further, the first high-frequency transmission circuit for angle 911 applies an AC voltage of 1 to 5 MHz to the first excitation coil for angle 991 . Thereby, the first angular high-frequency transmission circuit 911 generates a magnetic field in the axial direction Da that passes through the region surrounded by the first angular receiving coil 871 and the region surrounded by the second angular receiving coil 872. The first output circuit for angle 912 is connected to the first receiver coil for angle 871 and the second receiver coil for angle 872 . Further, the first angle output circuit 912 generates a signal corresponding to the steering angle based on the voltages from the first angle receiving coil 871 and the second angle receiving coil 872. Further, the first output circuit for angle 912 outputs this generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG.

The second angle detection section 92 is mounted on the substrate 60, as shown in FIG. 33. Further, the second angle detection section 92 includes a second angle high frequency transmission circuit 921 and a second angle output circuit 922, as shown in FIG. The second high-frequency transmission circuit 921 for angle is connected to the second excitation coil 992 for angle. Further, the second high-frequency transmitter circuit 921 for angle applies an AC voltage of 1 to 5 MHz to the second excitation coil 992 for angle. Thereby, the second angular high-frequency transmission circuit 921 generates a magnetic field in the axial direction Da that passes through the region surrounded by the third angular receiving coil 873 and the region surrounded by the fourth angular receiving coil 874. The second output circuit for angle 922 is connected to the third receiver coil for angle 873 and the fourth receiver coil for angle 874 . Further, the second angle output circuit 922 generates a signal corresponding to the steering angle based on the voltages from the third angle receiving coil 873 and the fourth angle receiving coil 874. Further, the second output circuit for angle 922 outputs the generated signal to the motor control device 18 via the common wiring 74 and the common terminal 71, as shown in FIG.

As described above, the torque angle sensor 25 of the fifth embodiment is configured. The torque angle sensor 25 of the fifth embodiment detects steering torque similarly to the third embodiment. Therefore, a description of the detection of steering torque by the torque angle sensor 25 of the fifth embodiment will be omitted. Next, detection of the steering angle by the torque angle sensor 25 of the fifth embodiment will be described.

The first high-frequency transmission circuit 911 for angle applies an alternating current voltage to the first exciting coil 991 for angle. This generates a magnetic field in the axial direction Da that passes through the region surrounded by the first angular receiving coil 871 and the region surrounded by the second angular receiving coil 872. Further, since the magnetic field changes with the alternating current voltage, a voltage is generated in the first angular receiving coil 871 and the second angular receiving coil 872 due to electromagnetic induction.

Further, when the steering wheel 5 rotates, the first steering shaft 11 connected to the steering wheel 5 rotates. Further, the torsion bar 13 fixed to the first steering shaft 11 by the shaft pin 14 rotates. Furthermore, the second steering shaft 12 fixed to the torsion bar 13 by the shaft pin 14 rotates. Further, the second steering shaft 12 is connected to a fixing collar 302 of the main rotating body 30. Therefore, the main rotating body 30 rotates. Therefore, the first driven rotary body 41 and the second driven rotary body 42, which are engaged with the main driven rotary body 30, rotate. Therefore, the first angular conductor 971 connected to the first driven rotary body 41 and the second angular conductor 972 connected to the second driven rotary body 42 rotate.

At this time, since the first angular conductor 971 faces the first angular receiving coil 871 and the second angular receiving coil 872 in the axial direction Da, an eddy current is generated in the first angular conductor 971. This eddy current causes the magnetic field in the axial direction Da passing through the area surrounded by the first angle receiving coil 871 and the area surrounded by the second angle receiving coil 872 to pass through the portion facing the first angle conductor 971. The magnetic fields that occur cancel each other out.

Here, as described above, a plurality of first angle conductors 971 are lined up at intervals in the circumferential direction, so that spaces are formed between adjacent first angle conductors 971. As a result, as the first angular conductor 971 rotates, the angular conductor 971 of the magnetic field in the axial direction Da passing through the area surrounded by the angular first receiving coil 871 and the area surrounded by the angular second receiving coil 872 is generated. The size of the portion facing one conductor 971 changes periodically. Therefore, as the first angle conductor 971 rotates, the voltages generated in the first angle receiving coil 871 and the second angle receiving coil 872 change periodically.

Therefore, the voltage generated in the first angular receiving coil 871 and the second angular receiving coil 872 is equal to the voltage generated by the magnetic field that changes due to the AC voltage from the first angular high-frequency transmitting circuit 911. The voltage is multiplied by the voltage that periodically changes due to the rotation of the 971. Therefore, the first output circuit for angle 912 detects the voltage generated in the first receiver coil for angle 871 and uses the detected voltage to output the first receiver coil for angle generated by the first high frequency transmitter circuit for angle 911. Divide the voltage of 871. Thereby, the angle output circuit 902 generates, for example, a signal consisting of a sine wave corresponding to the rotation angle of the first angle conductor 971 and the first driven rotating body 41 by demodulating. Furthermore, the first output circuit for angle 912 detects the voltage generated in the second receiving coil for angle 872, and based on the detected voltage, the second output circuit for angle generates the second receiving coil for angle by the first high frequency transmitting circuit for angle 911. Divide the voltage of 872. Thereby, the first output circuit for angle 912 generates, for example, a signal consisting of a cosine wave corresponding to the rotation angle of the first conductor for angle 971 and the first driven rotating body 41 by demodulating. The first output circuit for angle 912 then divides the value of the signal consisting of the sine wave by the value of the signal consisting of the cosine wave. Thereby, the first output circuit for angle 912 calculates the rotation angle of the first driven rotation body 41 by calculating the tangent value corresponding to the rotation angle of the first driven rotation body 41 .

The first angle detection section 91, the second angle detection section 92, and the torque detection section 83 receive a trigger signal from the motor control device 18 to the common terminal 71 to cause the first angle detection section 91 to output. and received via the common wiring 74. At this time, the first angle output circuit 912 of the first angle detection section 91 sends a signal corresponding to the calculated rotation angle of the first driven rotating body 41 to the motor control via the common wiring 74 and the common terminal 71. Output to device 18. Further, at this time, the second angle detection section 92 and the torque detection section 83 do not output.

Similarly to the first angle detection section 91, the second angle detection section 92 transmits a signal corresponding to the rotation angle of the second driven rotating body 42 to the motor control device via the common wiring 74 and the common terminal 71. Output to 18. Specifically, the first angle conductor 971 is read as the second angle conductor 972. The first receiving coil 871 for angle can be read as the third receiving coil 873 for angle. The second angle receiving coil 872 can be read as the fourth angle receiving coil 874. The first high frequency transmitter circuit 911 for angle can be read as the second high frequency transmitter circuit 921 for angle. The first output circuit for angle 912 can be read as the second output circuit for angle 922. The first driven rotating body 41 can be read as the second driven rotating body 42. The first angle detection section 91 can be read as the second angle detection section 92. Therefore, details regarding the output of the signal according to the rotation angle of the second driven rotating body 42 by the second angle detection section 92 will be omitted.

Here, the number of the second driven teeth 421 corresponding to the number of teeth of the second driven rotating body 42 is different from the number of first driven teeth 411 corresponding to the number of teeth of the first driven rotating body 41. Therefore, the period of the output waveform of the first output circuit for angle 912 and the period of the output waveform of the second output circuit for angle 922 are different. Furthermore, the outputs of the first output circuit for angle 912 and the second output circuit for angle 922 each correspond to the steering angle. Therefore, the difference between the rotation angle of the first driven rotor 41 and the rotation angle of the second driven rotor 42 corresponds to the steering angle.

Therefore, the motor control device 18 detects the difference between the rotation angle of the first driven rotor 41 obtained from the first angle detection section 91 and the rotation angle of the second driven rotation body 42 obtained from the second angle detection section 92. The steering angle is calculated from the calculated difference. Note that after that, the motor control device 18 may control the motor 19 based on the calculated steering angle instead of the steering torque. Furthermore, the motor control device 18 may control the motor 19 based on both the calculated steering torque and steering angle.

Further, similarly to the first embodiment, the motor control device 18 outputs the calculated steering angle to the brake system (not shown) of the vehicle. The brake system then performs, for example, ABS control using the steering angle and the like.

As described above, the torque angle sensor 25 of the fifth embodiment detects the steering angle. In the fifth embodiment as well, the common wiring 74 has the effect of suppressing an increase in the number of wirings due to an increase in the number of detection sections, as in the third embodiment.

(Other embodiments)
The present disclosure is not limited to the embodiments described above, and the embodiments can be modified as appropriate. Furthermore, in each of the above embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except in cases where it is specifically stated that they are essential or where they are clearly considered essential in principle. stomach.

The control unit, etc. and the method thereof described in the present disclosure are implemented by a dedicated computer provided by configuring a processor and memory programmed to execute one or more functions embodied by a computer program. May be realized. Alternatively, the control unit, etc. and the techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control unit, etc. and the method thereof described in the present disclosure are a combination of a processor and memory programmed to execute one or more functions and a processor configured by one or more hardware logic circuits. It may be realized by one or more dedicated computers configured with. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

In the first to third embodiments described above, the driven rotary body 40, the first driven rotary body 41, and the second driven rotary body 42 may be provided with a yoke made of a soft magnetic material. This yoke guides the lines of magnetic force from the angle magnet 85, the first angle magnet 851, and the second angle magnet 852 to the angle detection section 90, the first angle detection section 91, and the second angle detection section 92, respectively. . Thereby, the angle detection section 90, the first angle detection section 91, and the second angle detection section 92 can easily detect the strength of the magnetic field corresponding to the steering angle.

In the first to third embodiments described above, in the initial state where the steering wheel 5 is not rotating, the direction of magnetization of the angle magnet 85 is the detection direction Dd. On the other hand, the magnetization direction of the angle magnet 85 is not limited to the detection direction Dd, and may be, for example, the axial direction Da. Moreover, the magnetization direction of the first angle magnet 851 is the first direction D1. On the other hand, the magnetization direction of the first angle magnet 851 is not limited to the first direction D1, and may be, for example, the axial direction Da. Furthermore, the magnetization direction of the second angle magnet 852 is the second direction D2. On the other hand, the magnetization direction of the second angle magnet 852 is not limited to the second direction D2, and may be, for example, the axial direction Da.

In the first and fourth embodiments described above, the motor control device 18 calculates the steering torque based on the difference between the rotation angles of the first conductor 31 and the second conductor 32. On the other hand, the motor control device 18 is not limited to calculating the steering torque based on the difference between the rotation angles of the first conductor 31 and the second conductor 32, but uses the rotation angle of the second conductor 32, for example. The steering torque may be calculated based on the rotation angle of the first conductor 31 instead. Further, the motor control device 18 may calculate the steering torque based on the rotation angle of the second conductor 32 without using the rotation angle of the first conductor 31. Furthermore, the motor control device 18 calculates the steering angle based on the difference between the rotation angles of the first conductor 31 and the driven rotating body 40. On the other hand, the motor control device 18 is not limited to calculating the steering angle based on the difference between the rotation angles of the first conductor 31 and the driven rotor 40, but uses the rotation angle of the driven rotor 40, for example. The steering angle may be calculated based on the rotation angle of the first conductor 31 instead. Further, the motor control device 18 may calculate the steering angle based on the rotation angle of the driven rotating body 40 without using the rotation angle of the first conductor 31.

In the first and fourth embodiments described above, the number of teeth of the main rotating body 30 is different from the number of teeth of the driven rotating body 40. On the other hand, the number of teeth of the main rotating body 30 is not limited to being different from the number of teeth of the driven rotating body 40, and may be the same.

In the third and fifth embodiments, the gear part of the main rotating body 30 is engaged with both the gear parts of the first driven rotating body 41 and the second driven rotating body 42, so that the main rotating body 30 rotates. As a result, the first driven rotary body 41 and the second driven rotary body 42 rotate. On the other hand, the gear portion of the main rotating body 30 is not limited to meshing with both the gear portions of the first driven rotating body 41 and the second driven rotating body 42. For example, the gear part of the main rotating body 30 may mesh with the gear part of the first driven rotating body 41, and the gear part of the first driven rotating body 41 may mesh with the gear part of the second driven rotating body 42. Further, the gear portion of the main rotating body 30 may mesh with the gear portion of the second driven rotating body 42, and the gear portion of the second driven rotating body 42 may mesh with the gear portion of the first driven rotating body 41.

In the third and fifth embodiments described above, the first yoke claw portion 372 and the second yoke claw portion 382 have a tapered shape. On the other hand, the first yoke claw portion 372 and the second yoke claw portion 382 are not limited to having a tapered shape. For example, the first yoke claw portion 372 and the second yoke claw portion 382 may have a rectangular shape or the like.

In the third and fifth embodiments described above, the fixing collar 302 of the main drive rotating body 30 is connected to the second steering shaft 12, and the torque magnet 86 is connected to the first steering shaft 11. On the other hand, the fixing collar 302 of the main rotating body 30 is not limited to being connected to the second steering shaft 12 and the torque magnet 86 being connected to the first steering shaft 11. For example, the fixing collar 302 of the main rotating body 30 may be connected to the first steering shaft 11, and the torque magnet 86 may be connected to the second steering shaft 12.

In the third and fifth embodiments described above, the portion of the case 50 to which the main drive rotating body 30 is attached is formed in an arc shape. On the other hand, the portion of the case 50 to which the main rotating body 30 is attached is not limited to being formed in an arc shape. For example, the portion of the case 50 to which the main rotating body 30 is attached may be formed in an annular shape.

In the third and fifth embodiments described above, the motor control device 18 calculates the steering angle based on the difference between the rotation angles of the first driven rotary body 41 and the second driven rotary body 42. On the other hand, the motor control device 18 is not limited to calculating the steering angle based on the difference in rotation angle between the first driven rotor 41 and the second driven rotor 42. For example, the motor control device 18 may calculate the steering angle based on the rotation angle of the first driven rotation body 41 without using the rotation angle of the second driven rotation body 42. Further, the motor control device 18 may calculate the steering angle based on the rotation angle of the second driven rotation body 42 without using the rotation angle of the first driven rotation body 41.

In the third and fifth embodiments described above, the number of teeth of the main rotating body 30, the number of teeth of the first driven rotating body 41, and the number of teeth of the second driven rotating body 42 are different from each other. On the other hand, the number of teeth of the main rotating body 30, the number of teeth of the first driven rotating body 41, and the number of teeth of the second driven rotating body 42 are not limited to being different from each other, but may be the same. It's okay.

In each of the embodiments described above, the case 50, the substrate 60, the cover 64, the common terminal 71, the power supply terminal 72, and the ground terminal 73 may be formed by integral molding of resin. This allows the substrate 60 to be buried in the resin, thereby improving dustproofness and waterproofness.

In the first embodiment, the first receiving coil 771, the second receiving coil 772, the third receiving coil 773, and the fourth receiving coil 774 have a shape that is a combination of a plurality of straight lines, a sine wave line, and a cosine wave line. It has become. Further, the first excitation coil 781 and the second excitation coil 782 have a rectangular shape. Furthermore, in the third and fifth embodiments described above, the first angle receiving coil 871, the second angle receiving coil 872, the third angle receiving coil 873, and the fourth angle receiving coil 874 are connected to a plurality of straight lines, sine waves, etc. The shape is a combination of wavy lines and cosine wavy lines. Further, the angle excitation coil 990, the first angle excitation coil 991, and the second angle excitation coil 992 have a rectangular shape. On the other hand, the shapes of the receiving coil and the excitation coil are not limited to the above-mentioned shapes, and may be, for example, shapes as shown in FIG. The shape may be a combination of curved lines such as lines.

In each of the embodiments described above, a protection element that protects each detection section may be mounted on the substrate 60 that is integrated with each detection section and the common wiring 74.

Furthermore, the above embodiments may be combined as appropriate.

5 Steering wheel 18 Motor control device 19 Motor 25 Torque angle sensor 30 Main rotating body 40, 41, 42 Driven rotating body 74 Common wiring 81, 82, 83 Torque detection section 90, 91, 92 Angle detection section

Claims (14)

a main rotating body (30) that rotates together with the detection target (5);
a driven rotating body (40, 41, 42) that rotates together with the main rotating body;
a torque detection unit (81, 82, 83) that outputs a signal corresponding to the torque to be detected and a magnetic field that changes as the main rotating body rotates;
An angle detection unit (90, 91, 92) that outputs a signal corresponding to the rotation angle of the detection target and in accordance with a magnetic field that changes as the driven rotor rotates;
a common wiring (74) that is connected to the torque detection section and the angle detection section and outputs a signal from the torque detection section and a signal from the angle detection section;
Torque angle sensor equipped with. The torque angle sensor according to claim 1, further comprising a power supply wiring (75) that is connected to the torque detection section and the angle detection section and supplies external power to the torque detection section and the angle detection section. . The torque angle sensor according to claim 1 or 2, further comprising a ground line (76) connected to the torque detection section and the angle detection section and connected to ground. The torque angle sensor according to any one of claims 1 to 3, comprising two each of the torque detection section, the angle detection section, and the common wiring. Receiving coils (771, 772, 773, 774) that generate voltage by electromagnetic induction;
excitation coils (781, 782) surrounding the receiving coil;
a magnetic field generating unit (811, 821) that generates a magnetic field passing through the inside of the receiving coil by applying an alternating voltage to the exciting coil;
conductors (31, 32) that change the voltage generated in the receiving coil by rotating together with the main rotating body and changing the magnetic field passing through the inside of the receiving coil;
Furthermore,
5. The torque angle sensor according to claim 1, wherein the torque detection section detects a voltage that changes as the conductor rotates together with the main rotating body. a magnet (86) that generates a magnetic field;
An annular annular portion (370, 380) that rotates together with the main drive rotary body, and a ring-shaped annular portion (370, 380) that protrudes from the annular portion toward the axial direction (Da) of the main drive rotary body, so that the magnet is moved in a direction perpendicular to the axial direction. a yoke (361, 362) having a claw part (372, 382) that rotates together with the annular part while facing the magnet and collects the magnetic field generated by the magnet;
Furthermore,
The torque angle sensor according to any one of claims 1 to 4, wherein the torque detection unit detects the strength of the magnetic field that changes as a relative angle of the yoke with respect to the magnet changes in the rotation direction of the magnet. . Further comprising an angle magnet (85, 851, 852) that rotates together with the driven rotating body while generating a magnetic field,
The torque angle sensor according to any one of claims 1 to 6, wherein the angle detection section detects the strength of the magnetic field that changes as the driven rotating body rotates. a first coil (871, 872, 873, 874) that generates voltage by electromagnetic induction;
a second coil (990, 991, 992) surrounding the first coil;
a generating unit (901, 911, 921) that generates a magnetic field passing through the inside of the first coil by applying an alternating voltage to the second coil;
An angular conductor (87, 971, 972) that changes the voltage generated in the first coil by rotating together with the driven rotating body and changing the magnetic field passing through the inside of the first coil;
Furthermore,
The torque angle sensor according to any one of claims 1 to 6, wherein the angle detection section detects a voltage that changes as the angle conductor rotates together with the main rotating body. An electric power steering device used in a vehicle,
A main rotating body (30) that rotates together with the steering wheel (5) of the vehicle, a driven rotating body (40, 41, 42) that rotates together with the main rotating body, and the main rotating body that corresponds to the torque of the steering wheel. a torque detection unit (81, 82, 83) that outputs a signal corresponding to a magnetic field that changes as the body rotates; a torque angle sensor (25) having an angle detection section (90, 91, 92) that outputs a corresponding signal, and a common wiring (74) connected to the torque detection section and the angle detection section;
a motor (19) that outputs torque to assist in steering the steering wheel;
The timing at which the torque detection section outputs a signal and the timing at which the angle detection section outputs a signal are outputted from the torque detection section and the angle detection section via the common wiring, a control unit (18) that controls the motor based on the torque or rotation angle of the steering wheel;
An electric power steering device equipped with The electric motor according to claim 9, wherein the control unit acquires a signal from the angle detection unit immediately after the ignition of the vehicle is turned on from off, and calculates the rotation angle of the steering wheel based on the acquired signal. Power steering device. The control unit acquires a signal from the angle detection unit immediately after the ignition of the vehicle is turned off from on, and calculates the rotation angle of the steering wheel based on the acquired signal. electric power steering device. The electric power steering device according to any one of claims 9 to 11, wherein the control unit estimates the rotation angle of the steering wheel based on the rotation angle of the motor while the vehicle is running. 13. The control unit estimates the rotation angle of the steering wheel based on the rotation angle of the motor while the vehicle is stopped with the ignition of the vehicle turned on. electric power steering device. The torque angle sensor is
a substrate (60) that integrally includes the torque detection section, the angle detection section, and the common wiring;
a terminal (71) connected to the common wiring and the control unit;
The electric power steering device according to any one of claims 9 to 13, further comprising:

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