WO2016129572A1

WO2016129572A1 - Torque sensor and electric power steering device equipped with same

Info

Publication number: WO2016129572A1
Application number: PCT/JP2016/053729
Authority: WO
Inventors: 貴弘椿
Original assignee: 日本精工株式会社
Priority date: 2015-02-10
Filing date: 2016-02-09
Publication date: 2016-08-18
Also published as: JP6191788B2; JPWO2016129572A1

Abstract

[Problem] To provide a torque sensor for detecting torque by exciting a detection coil in which the impedance varies according to the torque generated, wherein noise generated due to excitation can be reliably eliminated, without affecting the frequency component to be used as a torque signal; and an electric power steering device equipped with said sensor, said device reducing pulsation and other such uncomfortable vibration, and improving the steering feel. [Solution] Provided is a torque sensor for detecting torque using a detection coil in which the impedance varies according to torque generated in a rotating shaft, wherein the sensor is equipped with an oscillator unit for exciting a detection coil at a prescribed excitation frequency, and a detection unit for detecting torque on the basis of a signal generated by variation of the impedance of the excited detection coil. The detection unit is provided with an excitation component elimination unit having a narrow stopband, for eliminating from a signal a frequency component calculated from the excitation frequency.

Description

Torque sensor and electric power steering apparatus equipped with the same

The present invention relates to a torque sensor and an electric power steering apparatus equipped with the torque sensor and configured to apply assist force by a motor to a steering system of a vehicle. In particular, in a torque sensor that detects torque using a detection coil whose impedance changes according to the generated torque, a torque sensor that can remove noise of a specific frequency from a signal generated by a change in impedance in an excited detection coil. And an electric power steering apparatus equipped with the same.

An electric power steering device (EPS) that assists and controls the steering system of a vehicle with the rotational force of a motor uses a driving force of the motor to transmit a steering assist force to a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a speed reducer. Is supposed to be granted. Such a conventional electric power steering apparatus performs feedback control of motor current in order to accurately generate assist control torque (steering assist torque). In feedback control, the motor applied voltage is adjusted so that the difference between the steering assist command value (current command value) and the motor current detection value becomes small. -It is done by adjusting the tee.

The general configuration of the electric power steering apparatus will be described with reference to FIG. 1. A column shaft (steering shaft, handle shaft) 2 of a handle 1 is a reduction gear 3,

universal joints

4a and 4b, a pinion rack mechanism 5, a

tie rod

6a, 6b is further connected to the

steering wheels

8L and 8R via

hub units

7a and 7b. The column shaft 2 is provided with a torque sensor 100 that detects the steering torque of the handle 1, and a motor 20 that assists the steering force of the handle 1 is connected to the column shaft 2 via the reduction gear 3. . The control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11. The control unit 30 calculates a current command value serving as an assist command based on the steering torque Th detected by the torque sensor 100 and the vehicle speed Vel detected by the vehicle speed sensor 12, and compensates for the calculated current command value. The current supplied to the motor 20 is controlled by the voltage control value Vref subjected to the above. The steering angle sensor 14 for detecting the steering angle is not essential and may not be provided, and may be obtained from a rotation sensor such as a resolver connected to the motor 20.

The control unit 30 is connected to a CAN (Controller Area Network) 40 that transmits and receives various types of vehicle information, and the vehicle speed Vel can also be received from the CAN 40. The control unit 30 can be connected to a non-CAN 41 that exchanges communications, analog / digital signals, radio waves, and the like other than the CAN 40.

In such an electric power steering apparatus, the control unit 30 is mainly composed of a CPU (including an MPU and MCU). General functions executed by a program inside the CPU are shown in FIG. The structure is

The function and operation of the control unit 30 will be described with reference to FIG. 2. The steering torque Th from the torque sensor 100 and the vehicle speed Vel from the vehicle speed sensor 12 are input to the current command value calculation unit 31, and the current command value calculation unit 31. Calculates the current command value Iref1 using an assist map or the like based on the steering torque Th and the vehicle speed Vel. The calculated current command value Iref1 is added by the adding unit 32A and the compensation signal CM from the compensating unit 34 for improving the characteristics, and the added current command value Iref2 is limited to the maximum value by the current limiting unit 33. The current command value Irefm whose maximum value is limited is input to the subtraction unit 32B and subtracted from the motor current detection value Im.

Deviation I (= Irefm−Im), which is the result of subtraction in subtraction unit 32B, is PI-controlled by PI (proportional integration) control unit 35, and voltage control value Vref that is PI-controlled is input to PWM control unit 36, and carrier signal The duty is calculated in synchronization with the CF, and the motor 20 is PWM driven via the inverter 37 with a PWM signal. The motor current value Im of the motor 20 is detected by the motor current detector 38, and is input to the subtraction unit 32B and fed back.

The compensation unit 34 adds the detected or estimated self-aligning torque (SAT) 343 to the inertia compensation value 342 by the addition unit 344, and further adds the convergence control value 341 to the addition result by the addition unit 345. The addition result is input as a compensation signal CM to the adding unit 32A, and the characteristics of the current command value are improved.

Thus, the electric power steering apparatus is equipped with the torque sensor 100 for detecting the steering torque Th. Some torque sensors convert the torsion bar torsion proportional to the torque into a change in inductance of the detection coil, and detect the change with a bridge circuit composed of a pair of detection coils and resistors (for example, a patent) No. 3649057 (Patent Document 1) and Japanese Patent No. 3649069 (Patent Document 2)). The schematic structure and operation of the torque sensor will be described below.

3 is a cross-sectional view showing a main part of the electric power steering apparatus including the torque sensor 100, and FIG. 4 is a partial cross-sectional perspective view of the torque sensor 100. 3 and 4,

reference numerals

110a and 110b denote housings having a two-part structure of an input shaft side 110a and an output shaft side 110b. Inside the

housings

110a and 110b are an input shaft 2a for the column shaft 2, a torsion bar 111 disposed therein, an output shaft 2b connected to the input shaft 2a via the torsion bar 111, and

bearings

112a, 112b and 112c is rotatably supported by 112c. The input shaft 2a, the torsion bar 111, and the output shaft 2b are coaxially arranged. The input shaft 2a and the torsion bar 111 are spline-coupled, and the torsion bar 111 and the output shaft 2b are also spline-coupled. Further, a pinion shaft 113 is formed integrally with the output shaft 2b, and the pinion shaft 113 meshes with a rack 114 to constitute a rack and pinion type steering mechanism.

In the column type electric power steering apparatus, the pinion shaft 113 is a column shaft and has a substantially similar structure.

A worm wheel 115 that is coaxial with the output shaft 2b and rotates integrally with the output shaft 2b is fixed to the output shaft 2b and meshes with a worm 116 driven by the motor 20. The rotational force of the motor 20 is transmitted to the output shaft 2b via the worm 116 and the worm wheel 115, and by appropriately switching the rotational direction of the motor 20, steering assist torque in an arbitrary direction is applied to the output shaft 2b.

Next, the configuration of the torque detector of the torque sensor 100 will be described. The torque detection unit includes a sensor shaft unit 120 of the input shaft 2a, a pair of detection coils L1 and L2 disposed inside the housing 110a, and a cylindrical member 121 disposed therebetween. A plurality of ridges 121a extending in the axial direction are formed at equal intervals along the circumferential direction on the surface of the sensor shaft portion 120, and groove portions 121b wider than the width of the ridges 121a are formed between the ridges 121a. Is formed. In addition, a cylindrical member 121 made of a conductive and nonmagnetic material is coaxially disposed outside the sensor shaft portion 120, and the extension 121e of the cylindrical member 121 is connected to the end 2e of the output shaft 2b. It is fixed on the outside. The cylindrical member 121 includes a first window row composed of a plurality of rectangular windows 123 arranged at equal intervals in the circumferential direction at positions facing the ridges 121a, and an axial direction from the first window row. A second window row composed of a plurality of rectangular windows 124 having different circumferential phases is provided at the shifted position.

The outer periphery of the cylindrical member 121 is surrounded by a yoke 125 around which the detection coils L1 and L2 are wound. That is, the detection coils L1 and L2 are arranged coaxially with the cylindrical member 121, the detection coil L1 surrounds the first window row portion, and the detection coil L2 surrounds the second window row portion. The yoke 125 is fixed inside the housing 110a, and the lead wires of the detection coils L1 and L2 are connected to a torque sensor circuit (circuit board) 150 disposed inside the housing 110a.

When the steering system is in the straight traveling state and the steering torque Th is zero, the torsion bar 111 is not twisted, and the input shaft 2a and the output shaft 2b do not rotate relative to each other. Therefore, relative rotation does not occur between the protrusion 121a on the surface of the sensor shaft portion 120 on the input shaft 2a side and the cylindrical member 121 on the output shaft 2b side. On the other hand, when the steering wheel 1 is steered and a rotational force is applied to the input shaft 2a, the rotational force is transmitted to the output shaft 2b via the torsion bar 111. At this time, a frictional force such as a frictional force between the steered wheel and the road surface or meshing of a gear coupled to the output shaft 2b acts on the output shaft 2b. Therefore, the input shaft 2a and the output shaft 2b are coupled to each other. The torsion bar 111 is twisted, and relative rotation occurs between the ridge 121 a and the cylindrical member 121.

FIG. 5 is a characteristic diagram showing a change example of the magnitude of the steering torque Th and the inductance L1i of the detection coil L1 and the inductance L2i of the detection coil L2, and the impedances change in opposite directions. That is, when the right steering torque is generated, the cylindrical member 121 rotates clockwise, so that the inductance L1i of the detection coil L1 increases and the inductance L2i of the detection coil L2 decreases as the steering torque Th increases. Further, when the left steering torque is generated, the cylindrical member 121 rotates counterclockwise, so that the inductance L1i of the detection coil L1 decreases and the inductance L2i of the detection coil L2 increases as the steering torque Th increases.

FIG. 6 shows an electrical connection relationship between the torque sensor 100 and the control unit (ECU) 30. The torque sensor 100 is composed of a pair of detection coils L1, L2 and a torque sensor circuit 150, and the detection coil L1. , L2 and the torque sensor circuit 150 are connected via pins P1 to P4. The torque sensor circuit 150 and the control unit 30 are commonly connected by a ground portion TS-GND (ground), and the power supply voltage TS-Vcc for the circuit and the reference voltage TS for the constant voltage from the control unit 30 to the torque sensor circuit 150 -Vref is supplied, and the main torque signal TS-Main and the sub torque signal TS-Sub are input from the torque sensor circuit 150 to the control unit 30.

FIG. 7 shows a configuration example of the torque sensor circuit 150. The bridge circuit that detects the steering torque Th is a first arm in which the detection coil L1 and the resistor Z1 are connected in series, and the detection coil L2 and the resistor Z2 are in series. And a second arm connected to the. The oscillating unit 152 oscillates and outputs an AC voltage having a predetermined frequency (excitation frequency) to excite the detection coils L1 and L2. The AC voltage is amplified by the current amplifying unit 151, and the amplified AC voltage Vosc is the first voltage. Supplied to the arm and the second arm. In the state where no torque is applied, an equal current flows through the first arm and the second arm of the bridge circuit, and the voltage V1 of the end (pin) P1 of the detection coil L1 and the end (pin) of the detection coil L2 ) The characteristics of the detection coils L1 and L2 are aligned in advance so that the voltage V2 of P3 is equal.

The voltage V1 at the junction point P1 of the detection coil L1 and the voltage V2 at the junction point P3 of the detection coil L2 are input to the main amplification full-wave rectification unit 153, converted into a differential voltage signal, amplified, and rectified. Further, after the output waveform is adjusted by the main smoothing neutral adjustment unit 155, it is output as the main torque signal TS-Main through the noise filter 163. The voltage V1 and the voltage V2 are also input to the sub-amplification full-wave rectification unit 154, converted to a differential voltage signal, amplified and rectified, and the output waveform is adjusted by the sub-smoothing neutral adjustment unit 156. After that, it passes through the noise filter 163 and is output as a sub torque signal TS-Sub. The main torque signal TS-Main becomes the steering torque Th.

Two sets of main amplified full-wave rectifying unit 153, main smoothing neutral rectifying unit 155, sub-amplifying full-wave rectifying unit 154 and sub-smoothing neutral adjusting unit 156 are provided, and two sets of torque signals (main torque signal TS-Main, sub-torque signal TS -Sub) is output in order to detect disconnection or short circuit of the detection coil, failure of the circuit element, or the like by comparing the two sets of detection torque signals in the control unit 30. Therefore, when detection of a failure or the like is unnecessary, the sub-amplification full-wave rectification unit 154 and the sub-smooth neutral adjustment unit 156 may be deleted.

6 and 7, the torque sensor circuit 150 exists independently of the control unit 30, but the torque sensor circuit 150 may be included in the control unit 30.

The noise filter 163 is normally configured as a low-pass filter in order to remove high-frequency noise and the like, but various noises are superimposed on the torque signal, and the conventional noise filter alone may not be sufficient. Therefore, a method has been proposed in which noise to be removed is identified and removed according to the noise characteristics.

For example, in Japanese Patent Application Laid-Open No. 2010-190674 (Patent Document 3) and Japanese Patent No. 5546691 (Patent Document 4), a detection system is made redundant for countermeasures against a malfunction of a torque sensor, and two pairs of detection coils are provided. However, in order to generate AM modulation noise that oscillates at a beat frequency resulting from a difference in excitation frequency for exciting each detection coil pair, a low-pass filter specialized for removing the noise is provided. In Japanese Patent No. 5456576 (Patent Document 5), a band cut filter or a notch filter is used to suppress vibration due to mechanical resonance of the structure of the power steering device or the vehicle front structure.

Japanese Patent No. 3649057 Japanese Patent No. 3649069 JP 2010-190674 A Japanese Patent No. 5454691 Japanese Patent No. 5456576

However, noise generated due to excitation is also superimposed on the torque signal. That is, for example, when the detection coil is excited with an AC voltage having an excitation frequency of 10 kHz, the voltage signal subjected to full-wave rectification has a time-series waveform as shown in FIG. 8 when no torque is applied. When this signal is subjected to FFT (Fast Fourier Transform), the amplitude spectrum is as shown in FIG. 9, and a large noise spectrum appears at 20 kHz, which is twice the excitation frequency. This noise adversely affects the torque signal. If this noise is removed by a conventional low-pass filter (LPF) noise filter, the torque signal becomes unstable because the amplitude and phase below the frequency (about 100 Hz) to be used as the torque signal are attenuated excessively. This adversely affects the operation of the electric power steering device. Even the methods of Patent Documents 3 to 5 cannot cope with this noise.

The present invention has been made under the circumstances described above, and an object of the present invention is to use it as a torque signal in a torque sensor that detects torque by exciting a detection coil whose impedance changes according to the generated torque. A torque sensor that can accurately eliminate noise generated due to excitation without affecting the frequency component to be mounted, and it reduces unpleasant vibration such as pulsation and improves steering feeling. Another object is to provide an electric power steering apparatus.

The present invention relates to a torque sensor that detects the torque by a detection coil whose impedance changes according to torque generated on a rotating shaft, and the object of the present invention is to provide an oscillation unit that excites the detection coil at a predetermined excitation frequency; A detection unit configured to detect the torque based on a signal generated by the impedance change in the excited detection coil, and the detection unit removes a frequency component calculated from the excitation frequency from the signal; This is achieved by providing an excitation component removing unit having a narrow stop band.

In addition, the above-described object of the present invention is such that the excitation component removal unit removes at least one integer multiple of the excitation frequency, or the excitation component removal unit comprises at least one notch filter. Alternatively, the detection unit can be more effectively achieved by including at least one low-pass filter whose cutoff frequency is equal to or lower than the excitation frequency in addition to the excitation component removal unit. .

The object of the present invention includes an oscillating unit that excites the detection coil at a predetermined excitation frequency, and a detection unit that detects the torque based on a signal generated by the impedance change in the excited detection coil. The detection unit is achieved by including an excitation component removal unit including a phase lag compensation filter that removes a frequency component calculated from the excitation frequency from the signal.

Further, the object of the present invention is that the excitation component removing unit removes at least one integral multiple frequency component of the excitation frequency, or the detecting unit is not only the excitation component removing unit, This is achieved more effectively by including at least one low-pass filter whose cut-off frequency is equal to or lower than the excitation frequency.

Also, by mounting the torque sensor, an uncomfortable vibration such as pulsation can be reduced, and an electric power steering apparatus with improved steering feeling can be achieved.

Since the torque sensor according to the present invention has a function of removing only the frequency component calculated from the excitation frequency, the frequency component to be used as a torque signal is noise generated by exciting the detection coil. Can be removed accurately without affecting.

In addition, according to the electric power steering apparatus equipped with the torque sensor according to the present invention, since the amplitude and phase of the frequency component to be used as the torque signal are not excessively attenuated, stable operation is possible, pulsation, etc. The unpleasant vibration can be reduced and the steering feeling can be improved.

It is a block diagram which shows the outline | summary of an electric power steering treatment. It is a block diagram which shows the structural example of the control system of an electric power steering apparatus. 1 is a cross-sectional structure diagram of an electric power steering device equipped with a torque sensor. It is a partial cross section perspective view of a torque sensor. It is a characteristic view which shows the example of an output of the inductance of a torque sensor. It is a block diagram which shows the connection relation of a torque sensor and a controller. It is a block diagram which shows an example of the conventional torque sensor circuit. It is a figure which shows the example of a waveform of the voltage signal by which the full wave rectification in the state where torque is not acting. It is a figure which shows the example of an amplitude spectrum of the voltage signal by which the full wave rectification in the state where torque is not acting. It is an analog circuit diagram which shows the structural example of a notch filter. It is a block diagram which shows the structural example (1st Embodiment) of this invention. It is a figure which shows the frequency characteristic of a notch filter and the conventional filter. It is a block diagram which shows the structural example (2nd Embodiment) of this invention. It is a block diagram which shows the structural example (3rd Embodiment) of this invention. It is a figure which shows the frequency characteristic of a phase lag compensation filter and the conventional filter. It is a block diagram which shows the structural example (4th Embodiment) of this invention.

The torque sensor according to the present invention includes an excitation component removing unit specialized for removing noise generated due to excitation by exciting a pair of detection coils at a predetermined excitation frequency in order to detect generated torque. I have. In order to excite a pair of detection coils, the oscillating unit oscillates and outputs an alternating voltage having a predetermined excitation frequency. Therefore, as shown in FIG. 9, noise having a peak at a frequency that is an integral multiple of the excitation frequency × 2 frequency (hereinafter referred to as “frequency after full wave rectification”) is generated. The excitation component removal unit removes these noises, but prevents them from affecting the frequency components below the frequency to be used as torque signals (hereinafter referred to as “effective frequency components”). A notch filter with a narrow range of or a phase lag compensation filter (second order filter) having a flat characteristic at an effective frequency component is used. Since the notch filter or the phase lag compensation filter is designed to remove a specific frequency component, when removing a plurality of frequency components, the excitation component is equal to the number of frequency components to be removed. A removal unit is configured. In addition, it is not practical to implement a notch filter or phase lag compensation filter with a program that operates on a microcomputer or the like due to the large calculation load. Therefore, capacitors, resistors, operational amplifiers (operational amplifiers), switching elements, etc. were used. It is realized by an analog circuit or a DSP (digital signal processor). For example, when the notch filter is realized by an analog circuit, the configuration is as shown in FIG. In FIG. 10, R ₁ , R ₂ , R ₃ and R ₄ are resistors, C ₁ and C ₂ are capacitors, and OP ₁ and OP ₂ are operational amplifiers. By using a notch filter or a phase delay compensation filter, noise removal specialized for noise generated due to excitation can be performed. In addition, noise can be removed without affecting other frequency components, etc., so that the effective frequency component is not attenuated excessively, and the stable operation of the electric power steering apparatus equipped with the torque sensor of the present invention is achieved. This makes it possible to reduce unpleasant vibrations such as pulsation and improve steering feeling. When a notch filter is used, a band stop filter having a slightly wider stop band than the notch filter may be used instead of the notch filter in order to reduce the cost.

ノイズ Noise other than noise generated due to excitation is removed with a low-pass filter (LPF). The cut-off frequency of the low-pass filter is set below the excitation frequency, but the frequency is set so that the effective frequency component is not excessively attenuated. Further, when it is desired to remove specific noise as in Patent Document 3, a plurality of low-pass filters may be used. Some low-pass filters can be realized by a program operating on a microcomputer or the like, but may be realized by an analog circuit or a DSP.

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

First, the case where a notch filter is used will be described.

FIG. 11 shows a configuration example (first embodiment) of the torque sensor according to the present invention in correspondence with the conventional FIG. In the present embodiment, an excitation component removing unit 171 and a low-pass filter 172 are provided instead of the noise filter 163. The detection unit 170 includes a circuit element 161, a constant voltage supply unit 162, a current amplification unit 151, a main amplification full wave rectification unit 153, a sub amplification full wave rectification unit 154, a main smoothing neutral adjustment unit 155, a sub smoothing neutral adjustment unit 156, An excitation component removing unit 171, a low-pass filter 172, and resistors Z1 and Z2 are included.

The excitation component removal unit 171 includes a notch filter, and removes a predetermined frequency component from the voltage signal output from the main smoothing neutral adjustment unit 155 and the sub-smooth neutral adjustment unit 156. The low-pass filter 172 attenuates a frequency component equal to or higher than a predetermined frequency of the voltage signal output from the excitation component removing unit 171.

An example of the operation of the torque sensor having such a configuration will be described. In FIG. 11, the same components as those of the conventional torque sensor shown in FIG. 7 are denoted by the same reference numerals, and the operation is the same.

The voltage signal VS1r output from the main smoothing neutral adjustment unit 155 and the voltage signal VS2r output from the sub-smoothing neutral adjustment unit 156 are input to the excitation component removal unit 171.

The excitation component removing unit 171 includes a notch filter (secondary filter) having a frequency characteristic represented by the transfer function of the following formula 1, and the frequency components (total frequency) of the frequency fe after the full-wave rectification from the voltage signals VS1r and VS2r. (Frequency component after wave rectification) is removed.

Here, ω _n1 = ω _d1 = 2π × fe, s is a Laplace operator, and ζ _n1 and ζ _d1 are attenuation coefficients. The amplitude characteristic and phase characteristic of the notch filter when the frequency fe after full-wave rectification is 20 kHz (excitation frequency is 10 kHz), the attenuation coefficient ζ _n1 is 0.025, and ζ _d1 is 1.0 are shown in FIG. It looks like the solid line in (B). The amplitude characteristic and phase characteristic when the removal of the frequency component after full-wave rectification, which is the same as that of the notch filter, is realized by a conventional filter (first-order low-pass filter) are as shown by broken lines in FIGS. . In order to obtain the same effect as the notch filter, the amplitude characteristics at the frequency after full-wave rectification are designed to be the same, and the cut-off frequency is 500 Hz. Comparing the phase characteristics of both filters, the phase characteristic at the frequency (100 Hz) to be used as the torque signal is −0.48 [deg] for the notch filter and −11.3 [deg] for the conventional filter. It can be seen that the effect on the effective frequency component can be significantly reduced when the notch filter is used. The voltage signals VS1r and VS2r from which the frequency components after full-wave rectification have been removed by the notch filter are output as voltage signals VS1f and VS2f, respectively. Note that the characteristic of the notch filter is not limited to the characteristic represented by Equation 1, and may be a characteristic represented by another mathematical expression.

The voltage signals VS1f and VS2f are input to the low-pass filter 172. The low-pass filter 172 is designed so that the cutoff frequency is equal to or lower than the excitation frequency (for example, 8 kHz), attenuates the frequency component higher than the cutoff frequency from the voltage signal VS1f, and outputs the main torque signal TS-Main as the steering torque Th. Similarly, the frequency component equal to or higher than the cutoff frequency is attenuated from the voltage signal VS2f, and the sub torque signal TS-Sub is output.

The main torque signal TS-Main (steering torque Th) is used to control the current supplied to the motor mounted on the electric power steering apparatus.

In the first embodiment, the voltage signal is input in the order of the excitation component removing unit 171 and the low-pass filter 172. However, as shown in FIG. 13, the voltage signal is opposite to the low-pass filter 172 and the excitation component removing unit 171. It is good also as a structure (2nd Embodiment) input in this order.

Next, the case where a phase lag compensation filter is used will be described.

FIG. 14 shows a configuration example (third embodiment) of the torque sensor according to the present invention in correspondence with the conventional FIG. In the present embodiment, an excitation component removing unit 271 and a low-pass filter 172 are provided instead of the noise filter 163. The detection unit 270 includes a circuit element 161, a constant voltage supply unit 162, a current amplification unit 151, a main amplification full wave rectification unit 153, a sub amplification full wave rectification unit 154, a main smoothing neutral adjustment unit 155, a sub smoothing neutral adjustment unit 156, An excitation component removing unit 271, a low-pass filter 172, and resistors Z 1 and Z 2 are included.

The excitation component removing unit 271 includes a phase lag compensation filter, and removes a predetermined frequency component from the voltage signal output from the main smoothing neutral adjustment unit 155 and the sub-smooth neutral adjustment unit 156. The low-pass filter 172 attenuates a frequency component equal to or higher than a predetermined frequency of the voltage signal output from the excitation component removing unit 171.

An example of the operation of the torque sensor having such a configuration will be described. In FIG. 14, the same components as those of the conventional torque sensor shown in FIG. 7 are denoted by the same reference numerals, and the operation is the same, so that the description thereof is omitted.

The voltage signal VS1r output from the main smoothing neutral adjustment unit 155 and the voltage signal VS2r output from the sub-smooth neutral adjustment unit 156 are input to the excitation component removal unit 271.

The excitation component removing unit 271 includes a phase lag compensation filter (second-order filter) having a frequency characteristic represented by a transfer function of the following formula 2, and the frequency component of the frequency fn after full-wave rectification from the voltage signals VS1r and VS2r. (Frequency component after full wave rectification) is removed.

Here, ω _n2 = 2π × fn, ω _d2 = 2π × fd (fd <fn), s is a Laplace operator, and ζ _n2 and ζ _d2 are attenuation coefficients. The amplitude characteristics and phase characteristics of the phase lag compensation filter when the frequency fn after full wave rectification is 20 kHz (excitation frequency is 10 kHz), fd is 5 kHz, the attenuation coefficient ζ _n2 is 0.2, and ζ _d2 is 0.5. As shown by the solid lines in FIGS. The amplitude characteristic and the phase characteristic when the removal of the frequency component after full-wave rectification, which is the same as that of the present phase delay compensation filter, is realized by a conventional filter (first-order low-pass filter) are as shown by the broken lines in FIGS. become. In order to obtain the same effect as the phase lag compensation filter, it is designed so that the amplitude characteristics at the frequency after full-wave rectification are the same, and the cutoff frequency is 500 Hz. Comparing the phase characteristics of both filters, the phase characteristic at the frequency (100 Hz) to be used as the torque signal is -1.0 [deg] for the phase lag compensation filter and -11.3 [deg] for the conventional filter. Thus, it can be seen that when the phase delay compensation filter is used, the influence on the effective frequency component can be greatly reduced. The voltage signals VS1r and VS2r from which the frequency components after full-wave rectification are removed by the phase lag compensation filter are output as voltage signals VS1f ′ and VS2f ′, respectively. Note that the characteristics of the phase lag compensation filter are not limited to the characteristics expressed by Equation 2, and may be characteristics expressed by other mathematical expressions.

The voltage signals VS1f ′ and VS2f ′ are input to the low-pass filter 172. The low-pass filter 172 is designed so that the cutoff frequency is equal to or lower than the excitation frequency (for example, 8 kHz), attenuates the frequency component higher than the cutoff frequency from the voltage signal VS1f ′, and outputs the main torque signal TS-Main as the steering torque Th. Similarly, the frequency component equal to or higher than the cutoff frequency is attenuated from the voltage signal VS2f ′, and the sub torque signal TS-Sub is output.

In the third embodiment, the voltage signal is input in the order of the excitation component removing unit 271 and the low-pass filter 172. However, as in the second embodiment, as shown in FIG. Also, a configuration (fourth embodiment) may be adopted in which the input is performed in the reverse order of the excitation component removal unit 271.

The excitation component removing unit 171 in the first embodiment and the second embodiment and the excitation component removing unit 271 in the third embodiment and the fourth embodiment are arranged in the control unit 30 instead of in the torque sensor circuit. A configuration may be adopted in which a predetermined frequency component is removed from the main torque signal TS-Main and the sub torque signal TS-Sub.

The excitation component removing unit 171 includes a notch filter that removes the frequency component after full-wave rectification. The notch filter for removing other frequency components, for example, frequency components that are integral multiples of the frequency after full-wave rectification. It is good also as a structure which added. Similarly, the excitation component removal unit 271 includes a phase lag compensation filter that removes the frequency component after full-wave rectification, but removes other frequency components, for example, frequency components that are integer multiples of the frequency after full-wave rectification. It is also possible to adopt a configuration in which a phase delay compensation filter is added. In these cases, the frequency characteristic is represented by a series transfer function.

Furthermore, a torque sensor other than the sleeve type shown in FIG. 4 (for example, a ring type) may be used.

1 Handle 2 Column shaft (steering shaft, handle shaft)
12 Vehicle speed sensor 13 Battery 14 Rudder angle sensor 20 Motor 30 Control unit (ECU)
31 Current command value calculator 33 Current limiter 34 Compensator 35 PI controller 36 PWM controller 37 Inverter 100 Torque sensor 111 Torsion bar 113 Pinion shaft 115 Worm wheel 116 Worm 120 Sensor shaft 150, 157, 158, 257, 258 Torque sensor circuit (circuit board)
151 Current amplification unit 152 Oscillation unit 153 Main amplification full wave rectification unit 154 Sub amplification full wave rectification unit 155 Main smoothing neutral adjustment unit 156 Sub smoothing neutral adjustment unit 163 Noise filter 170, 173, 270, 273

Detection unit

171, 271 Excitation component Removal unit 172 Low-pass filter (LPF)

Claims

In the torque sensor that detects the torque by a detection coil whose impedance changes according to the torque generated in the rotating shaft,
An oscillation unit for exciting the detection coil at a predetermined excitation frequency;
A detector that detects the torque based on a signal generated by the change in the impedance in the excited detection coil;
The said sensor is provided with the excitation component removal part with a narrow stop band which removes the frequency component calculated from the said excitation frequency from the said signal, The torque sensor characterized by the above-mentioned.
The torque sensor according to claim 1, wherein the excitation component removal unit removes at least one integral multiple frequency component of the excitation frequency.
The torque sensor according to claim 1 or 2, wherein the excitation component removing unit includes at least one notch filter.
The torque sensor according to any one of claims 1 to 3, wherein the detection unit includes at least one low-pass filter having a cutoff frequency equal to or lower than the excitation frequency in addition to the excitation component removal unit.
In the torque sensor that detects the torque by a detection coil whose impedance changes according to the torque generated in the rotating shaft,
An oscillation unit for exciting the detection coil at a predetermined excitation frequency;
A detector that detects the torque based on a signal generated by the change in the impedance in the excited detection coil;
The torque sensor according to claim 1, wherein the detection unit includes an excitation component removal unit including a phase lag compensation filter that removes a frequency component calculated from the excitation frequency from the signal.
The torque sensor according to claim 5, wherein the excitation component removing unit removes a frequency component that is at least one integer multiple of the excitation frequency.
The torque sensor according to claim 5 or 6, wherein the detection unit includes at least one low-pass filter having a cutoff frequency equal to or lower than the excitation frequency in addition to the excitation component removal unit.
An electric power steering apparatus, wherein the torque sensor according to any one of claims 1 to 7 is mounted.