KR100845242B1 - Apparatus and method for sensing steering angle, and manifold sense for steering using the same - Google Patents

Abstract

Disclosed are a steering angle sensing device, a steering angle sensing method, and a steering composite sensor using the same. The steering angle sensing device, the steering angle sensing method, and the steering composite sensor using the same are interlocked with the first auxiliary gear in engagement with the main gear rotating together with the steering shaft, and the second auxiliary gear is interlocked with the first auxiliary gear. Therefore, since the distance between the first auxiliary gear and the second auxiliary gear is short, the distance between the first magnet and the second magnet coupled to the first and second auxiliary gear is also short, so as to face the first and second magnets. The distance between the installed first rotary hole integrated circuit and the second rotary hole integrated circuit is also short. Therefore, the size of the circuit board for connecting the first rotary hole integrated circuit and the second rotary hole integrated circuit can be reduced, thereby miniaturizing the product. Further, the first and second rotary hole integrated circuits, which are coupled to the first and second auxiliary gears and rotate at different periods to output the rotation angles of the first and second magnets, are sensed by the first and second rotary hole integrated circuits, and the difference is obtained by steering. Find the absolute steering angle of the axis. Therefore, since there is no process of converting an analog signal into a digital signal, an error occurrence phenomenon due to signal conversion is eliminated and reliability is improved. In addition, the processing speed is improved because there is no signal conversion process, and the cost is reduced because no analog / digital converter is required.

Description

Steering Angle Sensing Device, Steering Angle Sensing Method and Steering Composite Sensor Using the Same {APPARATUS AND METHOD FOR SENSING STEERING ANGLE, AND MANIFOLD SENSE FOR STEERING USING THE SAME}

1 is a view showing a conventional steering angle sensing device.

Figure 2 shows a steering angle sensing device according to a first embodiment of the present invention.

3 is a flow chart showing a steering angle sensing method according to a first embodiment of the present invention.

4 is a view illustrating a steering angle sensing method according to a first embodiment of the present invention, and a graph of digital output values obtained by sensing rotation angles of first and second magnets in first and second rotary hole integrated circuits, respectively.

5 is a flow chart showing a steering angle sensing method according to a second embodiment of the present invention.

Figure 6 shows a steering angle sensing device according to a second embodiment of the present invention.

Explanation of symbols on the main parts of the drawings

100: steering shaft 210: main gear

221,225: 1st and 2nd auxiliary gear 231,235: 1st and 2nd magnet

241,245: first and second rotary hole integrated circuit

The present invention relates to a steering angle sensing device, a steering angle sensing method, and a steering composite sensor using the same.

The steering device used in a vehicle is a device for changing the direction of a steering wheel (front wheel or rear wheel) in order to change the traveling direction of the vehicle in operation. Since the steering degree of the driving vehicle is utilized as data for controlling the vehicle, the steering angle of the steering shaft is measured to detect the steering degree of the vehicle.

However, the conventional steering angle sensor for detecting 360 ° has a problem that the absolute position and the rotation speed of the steering wheel of the vehicle which rotates 2-3 times in the clockwise direction and 2-3 turns in the counterclockwise direction are not known.

In order to solve this problem, a steering angle sensing device using an anisotropic magnetorresistance (AMR) device has been developed, which will be described with reference to FIG. 1. 1 is a view showing a conventional steering angle sensing device.

As shown, the main gear 20 that is rotated by the steering shaft 10 is installed on the outer surface of the steering shaft 10. The first and second auxiliary gears 23 and 25 are externally provided on the main gear 20, respectively, and the first and second AMR elements 31 and 25 are disposed on the upper surfaces of the first and second auxiliary gears 23 and 25, respectively. 33 are respectively installed. First and second magnets 41 and 43 are provided on the upper side of the first and second AMR elements 31 and 33 so as to face the first and second AMR elements 31 and 33.

Thus, when the main gear 20 is rotated by the rotation of the steering shaft 10, the first and second auxiliary gears 23 and 25 rotate in conjunction with the main gear 20, the first and second AMR The elements 31 and 33 rotate in the same manner as the first and second auxiliary gears 23 and 25. At this time, as the first and second AMR elements 31 and 33 rotate, the first and second magnets 41 and 43 sense positions, respectively, and represent analog voltage values.

An analog-to-digital converter (not shown) then converts the analog voltage values into digital values and detects the absolute angle of the steering wheel through the combination and operation of these converted values.

However, the conventional steering angle sensing device as described above is provided with the first and second AMR elements 31 and 33 on the upper surfaces of the first and second auxiliary gears 23 and 25 spaced apart from each other by a predetermined distance. As a result, since the distance between the first AMR element 31 and the second AMR element 33 is relatively large, a circuit for connecting the first AMR element 31 and the second AMR element 33 is formed. As the size of the circuit board increases, the volume of the steering angle sensing device becomes large.

In addition, since an analog value sensed by the first and second AMR elements 31 and 33 may cause an error during conversion in an analog / digital converter, reliability may be deteriorated.

In addition, there is a disadvantage in that the processing speed is delayed because a process of converting an analog value to a digital value is required.

In addition, since an analog-to-digital converter is required, the cost increases.

The present invention has been made to solve the problems of the prior art as described above, an object of the present invention is to provide a steering angle sensing device capable of miniaturization, a steering angle sensing method and a steering composite sensor using the same.

Another object of the present invention is to provide a steering angle sensing device, a steering angle sensing method, and a steering composite sensor using the same that can improve reliability.

Still another object of the present invention is to provide a steering angle sensing device, a steering angle sensing method, and a steering composite sensor using the same, which can not only improve processing speed but also reduce costs.

Steering angle sensing device according to the present invention for achieving the above object, the main gear to rotate with the steering shaft; A first auxiliary gear rotating in association with the main gear; A second auxiliary gear rotating in association with the first auxiliary gear and having a different gear ratio from the first auxiliary gear; First and second magnets respectively coupled to the first and second auxiliary gears and rotating together with the first and second auxiliary gears, respectively; First and second rotary hall integrated circuits for sensing digital rotation angles of the first and second magnets to output digital signals; Means for calculating an absolute steering angle of the steering shaft in accordance with output signals of the first and second rotary hole integrated circuits.

In addition, the steering composite sensor according to the present invention for achieving the above object, the steering angle sensing device is coupled to the steering torque sensing device coupled to the steering shaft.

In addition, the steering angle sensing method according to the present invention for achieving the above object, the first auxiliary gear rotates in engagement with the main gear rotated by the rotation of the steering shaft and the first auxiliary gear having a different gear ratio than the first auxiliary gear. Sensing the rotation angles of the first and second magnets respectively installed in the second auxiliary gear that meshes with the gear by using the first and second rotary hall integrated circuits; Obtaining a difference δS between the rotation angle S1 of the sensed first magnet and the rotation angle S2 of the second magnet sensed; The rotation angle θ of the steering shaft is calculated using Equation δS x G (gain value).

In addition, the steering composite sensor according to the present invention for achieving the above object, the steering torque sensing device is coupled to the steering shaft, the steering torque sensing device is coupled to the steering angle sensing device for sensing the steering angle by the steering angle sensing method. .

Hereinafter, a steering angle sensing apparatus, a steering angle sensing method, and a steering composite sensor using the same according to embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a view showing a steering angle sensing device according to a first embodiment of the present invention.

As shown, the steering angle sensing device according to the present embodiment includes the main gear 210, the first and second auxiliary gears 221 and 225, the first and second magnets 231 and 235, and the first and second rotary hole integrated circuits. (Rotary Hall Integrated Circuit) (241, 245).

The main gear 210 is coupled to the outer circumferential surface of the steering shaft 100 that rotates according to an external force for rotating the steering wheel (not shown) and rotates together with the steering shaft 100.

The first auxiliary gear 221 meshes with and interlocks with the main gear 210, and the second auxiliary gear 225 meshes with and interlocks with the first auxiliary gear 221. At this time, the gear ratio of the first sub-gear 221 and the gear ratio of the second sub-gear 225 is formed differently, hereinafter, the gear ratio of the second sub-gear 225 is greater than the gear ratio of the first sub-gear 221. Assume Then, when the main gear 210 rotates one turn, the first auxiliary gear 221 rotates more than the second auxiliary gear 225.

The first and second magnets 231 and 235 are coupled to the first and second auxiliary gears 221 and 225, respectively, and rotate in the same manner as the first and second auxiliary gears 221 and 225, respectively.

In addition, the first and second rotary hole integrated circuits 241 and 245 are disposed on the first and second magnets 231 and 235 to face the first and second magnets 231 and 235, respectively. Sensing the rotation angle of). The first and second rotary hole integrated circuits 241 and 245 sense a change in magnetic flux according to rotation of the first and second magnets 231 and 235 and output the value as a digital signal.

The main gear 210 may be directly coupled to the steering shaft 100, or may be coupled to the steering shaft 100 using the steering torque sensing device 300 as a medium. The steering torque sensing device 300 is connected to the steering shaft 100 and rotates together with the steering shaft 100. The main gear (300) is connected to the output shaft 310 of the steering torque sensing device 300 coupled to the steering shaft 100. 210 is combined. In order to couple the main gear 210 and the output shaft 310, protrusions 213 and grooves 313 are inserted into and interposed between the inner circumferential surface of the main gear 210 and the outer circumferential surface of the output shaft 310.

The first and second auxiliary gears 221 and 225 are coupled to and supported by the case 350 of the steering torque sensing device 300, and the first and second rotary hole integrated circuits 241 and 245 are the case of the steering angle sensing device. And a circuit board 260 coupled to 250.

The steering torque sensing device 300 and the steering angle sensing device coupled to each other are referred to as a steering composite sensor.

The steering angle sensing device according to the present embodiment is provided with means for calculating an absolute steering angle of the steering shaft 100 using digital signal values output from the first and second rotary hole integrated circuits 241 and 245.

The means is represented by equation (1).

θ = δS × G and 0 ≦ δS <2 ^{n− 1} .

At this time, δS = S1-S2, θ is the rotation angle of the main gear 210, G is the gain value, n is the number of bits of the rotary hole integrated circuit. In addition, S1 is a rotation angle of the first magnet 131 sensed and output by the first rotary hole integrated circuit 241, and S2 is a second magnet 235 sensed and output by the second rotary hole integrated circuit 245. ) Is the angle of rotation.

A method of sensing a steering angle by Equation 1 will be described with reference to FIGS. 2 to 4.

3 is a flow chart illustrating a steering angle sensing method according to a first embodiment of the present invention, Figure 4 is a view for explaining a steering angle sensing method according to a first embodiment of the present invention, the rotation of the first and second magnets A graph of the digital output values of the angles sensed by the first and second rotary hole integrated circuits, respectively.

As shown, the steering angle sensing method according to the present embodiment senses the rotation angle of the steering shaft 100 by sensing the rotation angle of the main gear 210 that rotates in the same way as the steering shaft 100.

To this end, in step S110, the rotation angle of the first magnet 231 coupled to the first auxiliary gear 221 which rotates in association with the main gear 210 and rotated in the same manner as the first auxiliary gear 221 and The first and second rotary angles of the rotation angles of the second magnet 235 coupled to the second auxiliary gear 225 which rotates in association with the first auxiliary gear 221 and rotate the same as the second auxiliary gear 225. Sensing is performed using the Hall integrated circuits 241 and 245. The first and second rotary hole integrated circuits 241 and 245 output rotation angles of the first and second magnets 231 and 235 as digital values.

It is assumed that the steering wheel and the steering shaft 100 and the main gear 210 rotate by 1,800 ° when the steering wheel is rotated as much as possible in the counterclockwise direction while the steering wheel is rotated as much as possible in the clockwise direction. In addition, the first auxiliary gear 221 interlocked with the main gear 210 may have a gear ratio different from that of the first auxiliary gear 221 at eight revolutions, and the second auxiliary gear 225 interlocked with the first auxiliary gear 221 may have a different gear ratio. ) Assumes 7.5 revolutions. Gear ratios of the first and second auxiliary gears 221 and 225 may be appropriately designed according to the actual rotation angle of the main gear 210 according to the vehicle and the precision to be sensed. Then, as the main gear 210 rotates, the rotation angles of the first and second magnets 231 and 235 sensed by the first and second rotary hole integrated circuits 241 and 245 are waveform S1. And waveform S2. At this time, the maximum value of the output is 2 ⁿ , where n is the number of bits of the rotary hole integrated circuit.

In operation S120, the difference δS between the output value S1 sensed by the first rotary hole integrated circuit 241 and the output value S2 sensed by the second rotary hole integrated circuit 245 is calculated. The value of δS is the value of the area hatched to the left in FIG. 4. At this time, since the period of the waveform S1 is shorter than the period of the waveform S2, the value of δS becomes (−) in the region shaded to the right in FIG. 4. If the value of δS is negative, the rotation angle θ degree of the main gear 210 to be calculated is a value of (−). This is cumbersome because a new reference value must be set for the negative value.

In order to solve this problem, it is determined in step S130 that? S ≧ 0 is applied. Thus, if δS≥0, θ is calculated (S140), if δS <0, S1 + 2 ⁿ = S1 is calculated (S133), and fed back to step S120 to calculate δS of the positive value. .

The rotation angle of the main gear 210 is θ = δS x G, where G is a pre-calculated gain value.

When the value of δS changes linearly, there is no overlapping value of δS, and when there is no overlapping value of δS, there is no overlapping value of θ. In order not to cause duplication of θ values, 0 ≦ δS <2 ⁿ⁻¹ .

In addition to the inconvenient reason for setting the new reference value described above, the condition of 0≤δS is obtained by calculating S1 of S1 + 2 ⁿ on the right side in FIG. It is the value of the parent area. Therefore, the condition of 0≤δS also corresponds to a condition for causing the value of δS to change linearly.

And if δS≥2 ^n-1 , the value of δS is 0 and the case of 2 ^n-1 is calculated to be the same value, the δS value in the range δS> 2 ^n-1 and 0 <δS <2 ^n- ΔS values in the range of ¹ overlap. Therefore, δS <2 ⁿ .

In the steering angle sensing device and the sensing method according to the present embodiment, the first auxiliary gear 221 rotates and meshes with the first auxiliary gear 221 to be engaged with the main gear 210 which rotates in the same manner as the steering shaft 100. 2 The auxiliary gear 225 rotates. The first and second magnets 231 and 235 are coupled to the first and second auxiliary gears 221 and 225 to rotate at different periods, and the first and second rotary hole integrated circuits 241 and 245 are connected to the first and second magnets. 231 and 235, respectively, are disposed to face each other, and the rotation angles of the first and second magnets 231 and 235 are output as digital signals to obtain the difference, thereby obtaining the absolute steering angle of the steering shaft 100. Therefore, since the distance between the first rotary hole integrated circuit 241 and the second rotary hole integrated circuit 245 is relatively short, the size of the circuit board 260 can be reduced. Therefore, the steering angle sensing device can be miniaturized. In addition, since the steering angle is sensed using the digital signal directly output, the reliability is improved and the processing speed is high.

FIG. 5 is a flowchart illustrating a steering angle sensing method according to a second exemplary embodiment of the present invention, and illustrates only differences from FIG. 3.

As shown, in step S130, if δS≥0, the new δS is calculated (S133) with δS + ²ⁿ = δS (n = number of bits in the rotary hole integrated circuit), and then θ is calculated. (S140).

FIG. 6 is a view illustrating a steering angle sensing device according to a second embodiment of the present invention, and describes only differences from FIG. 2.

As shown in the drawing, the first auxiliary gear 221 is provided with a connecting gear 222 which is rotated in the same manner while being concentric with the first auxiliary gear 221. At this time, the connecting gear 222 has a smaller gear ratio than the first auxiliary gear 221. The first magnet 231 is coupled to the connecting gear 222, and the second auxiliary gear 225 meshes with the connecting gear 222 to interlock with each other.

As described above, a steering angle sensing device, a steering angle sensing method, and a steering composite sensor using the same are interlocked with a first auxiliary gear by interlocking with a main gear that rotates together with a steering shaft, and a second auxiliary gear by a second auxiliary gear. Auxiliary gears interlock with each other. Therefore, since the distance between the first auxiliary gear and the second auxiliary gear is short, the distance between the first magnet and the second magnet coupled to the first and second auxiliary gear is also short, so as to face the first and second magnets. The distance between the installed first rotary hole integrated circuit and the second rotary hole integrated circuit is also short. Therefore, the size of the circuit board for connecting the first rotary hole integrated circuit and the second rotary hole integrated circuit can be reduced, thereby miniaturizing the product.

Further, the first and second rotary hole integrated circuits, which are coupled to the first and second auxiliary gears and rotate at different periods to output the rotation angles of the first and second magnets, are sensed by the first and second rotary hole integrated circuits, and the difference is obtained by steering. Find the absolute steering angle of the axis. Therefore, since there is no process of converting an analog signal into a digital signal, an error occurrence phenomenon due to signal conversion is eliminated and reliability is improved.

In addition, the processing speed is improved because there is no signal conversion process, and the cost is reduced because no analog / digital converter is required.

In the above, the present invention has been described in accordance with one embodiment of the present invention, but those skilled in the art to which the present invention pertains have been changed and modified without departing from the spirit of the present invention. Of course.

Claims (10)

A main gear rotating together with the steering shaft; A first auxiliary gear rotating in association with the main gear; A second auxiliary gear rotating in association with the first auxiliary gear and having a different gear ratio from the first auxiliary gear; First and second magnets respectively coupled to the first and second auxiliary gears and rotating together with the first and second auxiliary gears, respectively; First and second rotary hall integrated circuits for sensing digital rotation angles of the first and second magnets to output digital signals; Θ = δS x G, 0 ≦ δS <2 ⁿ⁻¹ , wherein S1 is a rotation angle of the first magnet sensed and output from the first rotary hole integrated circuit, and S2 is the second rotary hole integrated circuit. Is the rotation angle of the second magnet sensed and output by δS = S1-S2, θ is the rotation angle of the main gear, G is the gain value, n is the number of bits of the rotary hole integrated circuit, 2 ⁿ is the rotary hole integrated circuit Steering angle sensing device, characterized in that to calculate the absolute steering angle of the steering shaft. delete The method of claim 1, The main gear is coupled to the steering shaft steering angle sensing device coupled to the outer peripheral surface of the output shaft of the steering torque sensing device that rotates in the same way as the steering shaft. The method according to claim 1 or 3, The first sub-gear rotates in the same manner as the first sub-gear, and includes a connecting gear having a gear ratio different from that of the first sub-gear, The first magnet is coupled to the connection gear, Steering angle sensing device, characterized in that the second auxiliary gear meshes with the connecting gear. Rotation angles of the first and second magnets respectively installed in the first auxiliary gear rotating in engagement with the main gear of the steering shaft and the second auxiliary gear rotating in conjunction with the first auxiliary gear while having a different gear ratio from the first auxiliary gear. Sensing using the first and second rotary hall integrated circuits; Obtaining a difference δS between the rotation angle S1 of the sensed first magnet and the rotation angle S2 of the second magnet sensed; Calculating a rotation angle θ of the steering shaft using an equation δS x G (gain value), If δ S <0, Equation S1 = S1 + 2 ⁿ (n = number of bits of the rotary hole integrated circuit, 2 ⁿ is the maximum value of the digital output signal of the rotary hole integrated circuit) Steering angle sensing method with feedback. Rotation angles of the first and second magnets respectively installed in the first auxiliary gear rotating in engagement with the main gear of the steering shaft and the second auxiliary gear rotating in conjunction with the first auxiliary gear while having a different gear ratio from the first auxiliary gear. Sensing using the first and second rotary hall integrated circuits; Obtaining a difference δS between the rotation angle S1 of the sensed first magnet and the rotation angle S2 of the second magnet sensed; Calculating a rotation angle θ of the steering shaft using an equation δS x G (gain value), If δS <0, Equation δS = δS + 2 ⁿ (n = number of bits in the rotary hole integrated circuit, 2 ⁿ is the steering angle for calculating θ after converting δS to the maximum value of the digital output signal of the rotary hole integrated circuit) Sensing method. The method according to claim 5 or 6, The δS steering angle sensing method characterized in that to satisfy the equation 0≤δS <2 ^n-1 . A steering composite sensor for steering angle sensing device according to claim 1 coupled to a steering torque sensing device coupled to a steering shaft. A steering torque sensing device is coupled to a steering shaft, and the steering torque sensing device is coupled to a steering angle sensing device for sensing a steering angle by the method according to claim 5. A steering torque sensing device is coupled to a steering shaft, and the steering torque sensing device is coupled to a steering angle sensing device for sensing a steering angle by the method according to claim 6.

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