JP5372583B2 - Magnetostrictive torque sensor and electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a magnetostrictive torque sensor having a stable detection value and for precisely detecting torque with a simple structure. <P>SOLUTION: A first torque sensor 50A includes: one magnetostrictive film 80 provided on an outer circumferential surface of a steering shaft 22 in which a pinion gear 66 is provided at an end part; first and second coils 82a and 82b detecting the variation in permeability of the magnetostrictive film 80 varied response to the torsion torque acting on the steering shaft 22; one bobbin 84 housing the first and second coils 82a and 82b; and first and second disks 86a and 86b installed at both end parts (positions in vertical symmetry with respect to the axial center of the magnetostrictive film 80) of the bobbin 84, respectively, and made of a soft-magnetic conductor (e.g., iron alloy) formed with a slit. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a magnetostrictive torque sensor that detects torque based on a change in magnetic characteristics caused by magnetostriction, and an electric power steering apparatus that includes the magnetostrictive torque sensor.

  As a non-contact type torque sensor, a magnetostrictive torque sensor that detects torque based on a change in magnetic characteristics caused by magnetostriction is known. A magnetostrictive torque sensor is used for detecting a steering torque of a vehicle steering device (see Patent Document 1).

  This type of magnetostrictive torque sensor is provided with two magnetostrictive films (first magnetostrictive film and second magnetostrictive film) having different magnetic anisotropies on a shaft and opposed to the first magnetostrictive film and the second magnetostrictive film. The first coil and the second coil are respectively arranged. When torque (twisting) is applied to the shaft, the magnetic permeability of the first magnetostrictive film and the second magnetostrictive film changes, and each inductance of the first coil and the second coil changes accordingly. Torque can be detected as a change in impedance or induced voltage of the coil and the second coil.

JP 2004-309184 A

  Incidentally, as shown in FIG. 7, the conventional magnetostrictive torque sensor 200 shown in Patent Document 1 is integrally provided with a steering shaft 206 having a pinion gear 204 of a rack and pinion gear 202 at its end. The steering shaft 206 is rotatably supported by the housing 210 (the first housing portion 210a, the second housing portion 210b, and the lid portion 210c) by the first bearing 208a to the third bearing 208c. The first housing portion 210a is made of resin, and the second housing portion 210b and the lid portion 210c are each made of an aluminum alloy. A seal member 212 is provided in the upper opening of the first housing part 210a, and the inside of the housing 210 is kept airtight. As described above, the first magnetostrictive film 214a and the second magnetostrictive film 214b are formed on the outer peripheral surface of the central portion of the steering shaft 206 in the axial direction by a plating method (spraying method, sputtering method, vapor deposition method, adhesion method, etc.). Good). In addition, the steering shaft 206 is provided with a worm wheel 218 of the speed reducer 216, and the rotational torque of the motor 220 is transmitted to the steering shaft 206 via the worm 222 and the worm wheel 218, for example, coupled to the steering shaft 206. Thus, the torque required to rotate the steering wheel is reduced, and the driver's steering torque burden can be reduced.

  In addition, the first coil 224a and the second coil 224b are respectively accommodated in the resin bobbin 226 and provided in the first housing part 210a. The ends of the windings of the first coil 224a and the second coil 224b are the first coil 224a and the second coil 224b. It is connected to the pin 228 of the coupler connector 227 integrated with the housing part 210 a, and alternating current is passed through this connector 227. By this AC energization, a change in permeability of the first magnetostrictive film 214a and the second magnetostrictive film 214b according to the steering torque is detected as an impedance change, and the detection circuit of the interface unit 230 detects the first detection voltage VT1 and the second detection voltage, respectively. The voltage is converted into the voltage VT2, and further converted into digital first detection data DT1 and second detection data DT2 in the A / D converter of the interface unit 230 and output.

These changes in magnetic permeability, that is, the first detection data DT1 and the second detection data DT2 are taken into the calculation unit 232 via the interface unit 230, and are digital signals having the output characteristics of FIG. Data (torque detection data DT3) can be obtained.
DT3 = k. (DT1-DT2) + Da
(K is a proportional constant)

  Control of the motor 220 is performed based on the obtained torque detection data DT3.

  However, in the conventional magnetostrictive torque sensor 200, as shown in FIG. 9, the alternating magnetic flux surrounding the first coil 224a (the magnetic flux Φ1 of the first coil 224a) and the alternating magnetic flux surrounding the second coil 224b ( The lengths of the respective paths of the magnetic flux Φ2 of the second coil 224b are different (not symmetric), and the outputs detected by the first coil 224a and the second coil 224b are different. As a result, the magnitude of the first detection data DT1 differs from the design value. For example, as shown in FIG. 10, the median value of the torque (the torque value at which the first detection data DT1 and the second detection data DT2 match). Is deviated by Ta from the reference value (torque value = 0), and accordingly, the inclination and the median value of the torque of the torque detection data DT3 obtained by calculation are greatly deviated from the design value. As a result, there is a possibility that the magnitude of the detected torque differs between right twist (+) and left twist (−). Specifically, when the steering torque is input by + c, the output is a value from the reference value Da to + de. However, when only -c is input, the reference value Da is output by -df, and the symmetry is lost. As a result, there is a problem that the steering feeling of the electric power steering apparatus is lowered.

  Furthermore, even if there is no actual failure, the diagnostic determination value DT4 obtained by DT1 + DT2 is likely to deviate from the safe range ha, and as a result, it may be erroneously determined as a failure and stop assist control by the motor 220. There is.

  The magnetic flux Φ1 of the first coil 224a is a first universal joint (a universal joint connected to the steering shaft 206) attached between the first bearing 208a or the steering shaft 206 and the steering wheel, or a second universal joint (steering wheel). Free joints connected to the steering shaft), intermediate shafts (shafts connecting the first universal joint and the second universal joint), and steering alloys.

  Therefore, when the first universal joint, intermediate shaft, second universal joint, and steering shaft are assembled after the steering gear box is assembled and adjusted at the factory and then assembled to the automobile, the magnetic flux Φ1 of the first coil 224a is assembled. Will pass up to the steering shaft, and will pass through a path that is significantly different from the path of the magnetic flux Φ2 of the second coil 224b. The torque value will shift.

  In addition, the magnetic flux Φ1 and the magnetic flux Φ2 may adversely affect other steering shafts such as a steering angle sensor and the sensors provided in the vicinity thereof.

  The present invention has been made in consideration of such problems, and provides a magnetostrictive torque sensor and an electric power steering device that can detect a torque accurately with a simple configuration, with a stable detection value. With the goal.

[1] A magnetostrictive torque sensor according to a first aspect of the present invention is a magnetostrictive torque sensor having at least one magnetostrictive material provided on a shaft member and a coil for detecting a change in magnetic characteristics of the magnetostrictive material. A soft magnetic metal member is provided in the vicinity of the coil.

  As a result, the magnetic flux of the coil passes through the soft magnetic metal member without being influenced by other metal members and the like, so that the detection value is stabilized and the torque can be accurately detected. In addition, other sensors and the like are not adversely affected.

[2] In the first aspect of the present invention, the soft magnetic metal member may have a hollow cylindrical shape. As a result, a soft magnetic metal member can be provided directly on the shaft member, or provided on a bobbin or the like around which a coil is wound, so that the degree of freedom of attachment is high, and adjustment is not required. The torque sensor can be easily manufactured and can be downsized.

[3] In the first aspect of the present invention, the soft magnetic metal member may be a member made separately from the shaft member. Unlike the case where the shaft member is integrally formed, one or a plurality of metal members can be freely assembled at a position where the detected value is stable, and a magnetostrictive torque sensor can be easily manufactured.

[4] In the first aspect of the present invention, the soft magnetic metal member may be provided at both axial ends of the coil. As a result, the magnetic flux of the coil passes through the soft magnetic metal members provided at both ends in the axial direction of the coil without being influenced by other metal members, etc., so that the detected value is stabilized and the torque is accurately measured. Can be detected. In addition, other sensors and the like are not adversely affected.

[5] In the first aspect of the present invention, the soft magnetic metal member may have a slit formed in a part thereof. Since no eddy current is generated in the soft magnetic metal member, no magnetic flux is generated in the direction of canceling the magnetic flux of the coil, and torque can be detected without lowering the sensitivity.

[6] In the first aspect of the present invention, the housing further includes at least the shaft member, the magnetostrictive material, and the coil, and the housing includes an opening in the axial direction of the shaft member. The soft magnetic metal member may be provided. Thereby, since the magnetic flux of the coil which is going to go out of the housing passes through the soft magnetic metal member, the detected value is stabilized and the torque can be detected accurately. In addition, other sensors and the like are not adversely affected.

[7] The electric power steering apparatus according to the second aspect of the present invention includes a steering torque sensor that detects a steering torque generated when the driver steers the steering wheel of the vehicle, and directly transmits the motor power to the steering system. In the electric power steering apparatus that acts to reduce the steering torque of the driver, the steering torque sensor is characterized in that a soft magnetic metal member is provided in the vicinity of the coil.

  As a result, the magnetic flux of the coil passes through the soft magnetic metal member without being influenced by other metal members and the like, so that the detection value is stabilized and the torque can be accurately detected. Even if the electric power steering device is assembled and adjusted at the factory and then assembled into a car, for example, and then the universal joint and steering shaft are assembled, the magnetic flux of the coil is not affected by the universal joint or steering shaft. In addition, since it passes through the soft magnetic metal member, the detection value is stable, and the torque can be detected accurately. In addition, other steering shafts such as a steering angle sensor or the like and sensors provided in the vicinity thereof are not adversely affected.

  As described above, according to the magnetostrictive torque sensor and the electric power steering apparatus according to the present invention, the magnetic flux of the coil passes through the soft magnetic metal member without being influenced by other metal members. Therefore, the detected value is stable and the torque can be detected accurately. In addition, other sensors and the like are not adversely affected.

It is a lineblock diagram showing the electric power steering device to which the 1st torque sensor is applied. It is explanatory drawing which shows a 1st torque sensor with an example of signal processing. It is a characteristic figure showing change of torque detection value (detection data) with respect to steering torque of the 1st torque sensor. It is a perspective view which shows a 1st disc and a 2nd disc. FIG. 5A is an explanatory diagram showing the operation of the first disc and the second disc, and FIG. 5B is an explanatory diagram showing the operation of a disc without a slit. It is explanatory drawing which shows a 1st torque sensor with the magnetic path of the alternating magnetic flux of a 1st coil and a 2nd coil. It is explanatory drawing which shows the conventional magnetostrictive torque sensor with an example of signal processing. It is a characteristic view which shows the change of the torque detection value (detection data) with respect to the steering torque of the conventional magnetostrictive torque sensor. It is explanatory drawing which shows the conventional magnetostrictive torque sensor with the magnetic path of the alternating magnetic flux of a 1st coil and a 2nd coil. It is a characteristic view which shows the influence of the torque detection value (detection data) by the alternating magnetic flux of a 1st coil and a 2nd coil.

  Embodiments of a magnetostrictive torque sensor and an electric power steering apparatus according to the present invention will be described below with reference to FIGS.

  First, an electric power steering apparatus 10 to which a magnetostrictive torque sensor according to the present embodiment is applied will be described with reference to FIG.

  As shown in FIG. 1, the electric power steering device 10 has a steering torque and a steering angle generated by the driver operating the steering wheel 12. The steering shaft 14, the first universal joint 16 a, the intermediate shaft 18, 2 is input to the steering shaft 22 of the steering gear box 20 via the universal joint 16b and the connecting portion 17 (for example, serration).

  The steering gear box 20 includes the above-described steering shaft 22, and a magnetostrictive torque sensor (hereinafter referred to as a first torque sensor 50A) according to the first embodiment, which is a steering torque sensor that detects the steering torque of the driver. A motor 52 (for example, a brushless motor) for assisting the driver's steering, a reduction device 54 (worm 56 and worm wheel 58: see FIG. 2) for boosting the rotational torque of the motor 52, and a rack and pinion gear 60 and a rack shaft 64 on which a rack gear 62 of the rack and pinion gear 60 is formed.

  The steering shaft 22 is connected to one end of the steering wheel 12 via the steering shaft 14, the first universal joint 16a, the intermediate shaft 18 and the second universal joint 16b, and the other end is a rack and pinion gear 60. The pinion gear 66 is configured.

  The rotational torque boosted by the reduction gear 54 is converted into axial thrust of the rack shaft 64 via the pinion gear 66 of the rack and pinion gear 60, and the left and right tires 70a and 70b via the tie rods 68a and 68b. Is transmitted to. Accordingly, the tires 70a and 70b rotate around the vertical direction according to the steering angle of the steering wheel 12, and the direction of the vehicle changes.

  At this time, the control device 72 (ECU) drives and controls the motor 52 based on a signal from, for example, the vehicle speed sensor 74 based on at least a signal from the first torque sensor 50A. In FIG. 1, various wirings, for example, wiring between the control device 72 and the first torque sensor 50A, wiring between the control device 72 and the motor 52, and the like are omitted.

  For example, the steering torque when operated by the driver is detected by the first torque sensor 50A, and the motor 52 is controlled according to the signal from the vehicle speed sensor 74 or the like via the control device 72 based on the output signal of the first torque sensor 50A. Drive control. The motor-generated torque at this time is applied to the pinion gear 66 of the rack and pinion gear 60. As a result, the torque necessary to rotate the steering wheel 12 is reduced, and the driver's steering torque burden is reduced.

For example, if the steering torque is Ts and the coefficient of the assist amount A _H is, for example, a constant k _A ,
A _H = k _A × Ts
Therefore, when considering the load with the pinion torque Tp ±,
Tp = Ts + A _H
= Ts + k _A × Ts
As a result, the steering torque Ts is
Ts = Tp / (1 + k _A )
It becomes.

Therefore, the steering torque Ts is reduced to 1 / (1 + k _A ) of the pinion torque Tp at the time of non-assist. In this case, k _A > 0 or k _A = 0.

As the vehicle speed increases, the reaction force from the road surface to the tire decreases. Therefore, the feeling of response when operating the steering wheel 12 decreases, but the constant k _A is a function of the vehicle speed. By reducing the vehicle speed as the vehicle speed increases, it is possible to suppress a decrease in the feeling of responsiveness as the vehicle travels at a high speed. At that time, the steering torque Ts can be increased to give a feeling of response.

  As shown in FIG. 2, the first torque sensor 50 </ b> A acts on the steering shaft 22 and one magnetostrictive film 80 provided on the outer peripheral surface of the steering shaft 22 provided with the pinion gear 66 at the other end. A first coil 82a and a second coil 82b that detect a change in the magnetic permeability of the magnetostrictive film 80 that changes according to the torsional torque, a bobbin 84 that houses the first coil 82a and the second coil 82b, The bobbin 84 is made of a soft magnetic good conductor (for example, a low carbon iron alloy) provided at both ends of the bobbin 84 (positions symmetrical with respect to the axial center of the magnetostrictive film 80) and having slits 85 (see FIG. 4). The first disc 86a and the second disc 86b, at least the steering shaft 22, the magnetostrictive film 80, the first coil 82a and the second coil 82b, the bobbin 84, the first disc 86a and the second disc 86b are accommodated. Constituted by the Ujingu 88. The steering shaft 22 is rotatably supported on the housing 88 by a first bearing 90a installed near one end, a second bearing 90b installed at the center, and a third bearing 90c installed at the other end. Has been.

  The housing 88 is located near one end of the steering shaft 22 (the end on the steering wheel 12 side), and at least the magnetostrictive film 80, the first coil 82a and the second coil 82b, the bobbin 84, the first The first housing part 88a disposed at a position for accommodating the disk 86a and the second disk 86b, and the position near the other end of the steering shaft 22, and at least the position for accommodating the speed reducer 54. And a second housing part 88b made of metal.

  The first housing portion 88 a includes a resin portion 92, a cylindrical portion 94 made of soft magnetic metal, and a flange portion 96 made of soft magnetic metal, and the resin portion 92 and cylindrical portion 94. And the flange portion 96 are integrally molded.

  Specifically, the cylindrical portion 94 is located in a portion of the first housing portion 88a that accommodates at least the first coil 82a and the second coil 82b, and the flange portion 96 includes the first housing portion 88a and the second housing. The resin portion 92 is located between the first coil 82a and the cylindrical portion 94 and closer to one end of the steering shaft 22 than the first portion 82b. In the example of FIG. 2, the cylindrical portion 94 and the flange portion 96 are integrally formed of the same soft magnetic metal. Therefore, in the following description, a member in which the cylindrical portion 94 and the flange portion 96 are integrally formed is referred to as a metal member 98.

  Further, the cylindrical portion 94 is set such that the opening size near one end of the steering shaft 22 is smaller than the opening size near the other end of the steering shaft 22. Therefore, the cylindrical portion 94 is inclined with respect to the axial direction of the steering shaft 22 when viewed in a longitudinal section.

  The first housing portion 88a includes a connector 100 that is electrically connected to an external device. The connector 100 includes a plurality of pins 102 (pins to which the winding start ends of the first coil 82a are connected) to which various end portions (winding start ends and winding end ends) of the first coil 82a and the second coil 82b are connected. A pin to which the winding end of the first coil 82b is connected, a pin to which the winding start of the second coil 82b is connected, and a pin to which the winding end of the second coil 82b is connected). The connector 100 is formed integrally with the resin portion 92 by a resin mold, and is configured as a part of the resin portion 92.

  A first O-ring 104 is interposed between the central portion of the bobbin 84 and the cylindrical portion 94, and a second O-ring is provided between the lower surface of the flange portion 96 integrated with the cylindrical portion 94 and the second housing portion 88b. The ring 106 is interposed, the seal member 108 is inserted between the upper portion of the resin portion 92 and the steering shaft 22, and the flange portion 96 and the second housing portion 88 b are integrally fixed by, for example, three bolts 110. Is done. In this case, the first O-ring 104, the second O-ring 106, and the seal member 108 keep the air tightness inside the first torque sensor 50 </ b> A and the steering gear box 20.

  As described above, one magnetostriction made of a magnetostrictive material of 5—100 μm thick Fe—Ni (Fe—Co alloy, SmFe alloy, etc.) is provided on the outer peripheral surface near one end of the steering shaft 22. The film 80 is provided by a plating method (may be a spraying method, a sputtering method, a vapor deposition method, a bonding method, or the like). As a result, the film can be formed on the outer peripheral surface of the steering shaft 22 with a substantially uniform film thickness with good adhesion. In addition, the outer peripheral part in which the magnetostrictive film 80 is formed in the steering shaft 22 is appropriately subjected to alkali cleaning, water cleaning, acid cleaning, and the like after machining so that the adhesion to the magnetostrictive film 80 is improved.

  The magnetostrictive films 80 are provided with different first anisotropy portions 112a and 112b, respectively, which are opposite to each other, such as detection data DT1 and DT2 shown in the output characteristics of FIG. A characteristic with a gradient can be obtained.

  Anisotropy is imparted to the magnetostrictive film 80 by, for example, a heat treatment method such as high-frequency induction heating while applying reverse torques of about 5 to 200 Nm (more or less depending on the requirement). For example, heating is performed for several seconds to several hundred seconds so as to be about 300 to 500 ° C. As a result, the distortion caused by the torques in the opposite directions applied to the magnetostrictive film 80 via the steering shaft 22 is eliminated, and thereafter, the state is generally set so that no stress acts. In this state, cool to room temperature. The reason why the strain due to torque is removed by heating is considered to be due to the occurrence of creep in the magnetostrictive film 80 by heating. When the applied torque is released, the first anisotropic portion 112a and the second anisotropic portion 112b opposite to each other are provided to the magnetostrictive film 80, respectively.

  Various end portions of the first coil 82 a and the second coil 82 b are connected to corresponding pins among the plurality of pins 102 of the connector 100, and the first coil 82 a and the second coil 82 are connected by the control device 72 via the connector 100. The coil 82b is energized with alternating current. Due to this alternating current, the change in permeability of the first anisotropic portion 112a and the second anisotropic portion 112b of the magnetostrictive film 80 generated according to the steering torque is detected as an impedance change, respectively, as shown in FIG. The first detection voltage VT1 and the second detection voltage VT2 are respectively converted by the detection circuit of the interface unit 114, and further converted into the first digital detection data DT1 and the second detection data DT2 by the A / D converter of the interface unit 114. It is converted and output. The interface unit 114 may be provided in the control device 72 or in the housing 88.

These changes in magnetic permeability, that is, the first detection data VT1 and the second detection data VT2 are taken into the calculation unit 116 in the control device 72 via the interface unit 114. For example, based on the following equation, FIG. Digital data (torque detection data DT3) having output characteristics can be obtained.
DT3 = k. (DT1-DT2) + Da
(K is a proportional constant)

  Based on the obtained torque detection data DT3, the motor 52 is controlled as described above.

  Next, operations and effects of the first disk 86a and the second disk 86b in which the slit 85 (see FIG. 4) is formed will be described with reference to FIGS. 5A to 6.

  Since the first disc 86a and the second disc 86b are made of a low-carbon iron alloy that is a soft magnetic material, as shown in FIG. 5A, the controller 72 is AC-energized to pass, for example, the alternating magnetic flux Φ1. However, it has the property of not being magnetized. Therefore, as shown in FIG. 6, the path of the alternating magnetic flux (the alternating magnetic flux Φ1 of the first coil 82a) surrounding the first coil 82a is a path passing through the first disk 86a, and the second coil 82b The path of the alternating magnetic flux (alternating magnetic flux Φ2 of the second coil 82b) surrounding the circumference is a path that passes through the second disk 86b, and forms a symmetrical magnetic path.

  Next, the operation of the slit 85 shown in FIG. 4 will be described. First, as shown in FIG. 5B, in the case of the disk 86 without the slit 85, for example, when the alternating magnetic flux Φ1 passes through the circular disk 86, an eddy current ia is generated, thereby canceling the alternating magnetic flux Φ1. A magnetic flux is generated, and an alternating magnetic flux Φ3 (Φ3 <Φ1) smaller than the alternating magnetic flux Φ1 surrounds the first coil 82a. That is, when the slit 85 is not provided, a large magnetic flux cannot be flowed, and sensitivity and stability are lowered.

  On the other hand, in the present embodiment, as shown in FIG. 5A, slits 85 are respectively provided in the first disc 86a and the second disc 86b. In this case, since no eddy current is generated, a large magnetic flux can be flowed, and the sensitivity and stability are improved. Further, as shown in FIG. 6, since the magnetic path of the alternating magnetic flux Φ1 and the magnetic path of the alternating magnetic flux Φ2 are symmetric, even if the first bearing 90a is present, the first free movement as shown in FIG. Even if the joint 16a, the intermediate shaft 18, the second universal joint 16b, and the steering shaft 14 are present, the median value of the steering torque (the detected value when the steering torque is zero) is the first anisotropic portion 112a and the second difference. The first portion 112b does not shift and the stable first detection voltage VT1 and second detection voltage VT2 are obtained. As a result, the calculated torque detection data DT3 is stabilized. In addition, the slopes of the first detection voltage VT1 and the second detection voltage VT2 that are symmetrical to each other can be increased, and the sensitivity of the torque detection data DT3, which is a calculated value, can be increased.

  Further, as shown in FIG. 3, the diagnostic determination value DT4 obtained by adding the first detection data DT1 and the second detection data DT2 also does not deviate from the safe range ha, and may be erroneously determined as a failure. Absent.

  Therefore, even if the first universal joint 16a, the intermediate shaft 18, the second universal joint 16b, and the steering shaft 14 are assembled after the steering gear box 20 is assembled and adjusted at the factory and then assembled to the automobile, the first Since the alternating magnetic flux Φ1 of the coil 82a and the alternating magnetic flux Φ2 of the second coil 82b follow symmetric paths, a stable output can be obtained.

  Moreover, the magnetic path of the alternating magnetic flux Φ1 is a narrow magnetic path around the first coil 82a and passing through the first disk 86a, and the magnetic path of the alternating magnetic flux Φ2 is the same as that of the second coil 82b. Since this is a narrow magnetic path passing through the second disk 86b, the alternating magnetic flux Φ1 and the alternating magnetic flux Φ2 are provided on the steering shaft such as a rudder angle sensor or the vicinity thereof. Does not adversely affect the sensor.

  Of course, when the reduction in sensitivity and stability is not so required, the slits 85 may not be provided in the first disk 86a and the second disk 86b.

  In the above-described example, the first disk 86a and the second disk 86b are provided at both ends of the bobbin 84. In addition, the steering shaft 22 is symmetrical with respect to the axial center of the magnetostrictive film 80. You may install the 1st disc 86a and the 2nd disc 86b in a position. For example, the first disc 86 a is installed in a portion of the steering shaft 22 that contacts the upper end surface of the bobbin 84, and the second disc 86 b is installed in a portion that contacts the lower end surface of the bobbin 84. Moreover, you may install the 1st disc 86a and the 2nd disc 86b in the position symmetrical with respect to the axial direction center of the magnetostrictive film 80 among the 1st housing parts 88a. For example, in the first housing part 88a, the first disk 86a is installed near the upper opening, and the second disk 86b is installed near the lower opening. In this case, the alternating magnetic flux Φ1 of the first coil 82a going out to the outside of the first housing part 88a passes through the first disk 86a and the alternating of the second coil 82b going out to the outside of the first housing part 88a. Since the magnetic flux Φ2 passes through the second disk 86b, the detection value is stable, and the torque can be accurately detected. In addition, other sensors and the like are not adversely affected.

  In addition, since the first disk 86a and the second disk 86b are hollow and cylindrical, as described above, the first disk 86a and the second disk 86b may be provided directly on the steering shaft 22, Since the first coil 82a and the second coil 82b may be provided on the bobbin 84 around which the coil is wound, the degree of freedom of the mounting location is high, and adjustment is not necessary. Can be downsized.

  In addition, since the first disc 86a and the second disc 86b are configured by members made separately from the steering shaft 22, the first disc 86a and the second disc 86a are different from those formed integrally with the steering shaft 22. The two-disc 86b can be freely assembled at a position where the detected value is stable, and the torque sensor 50 can be easily manufactured.

  Of course, the magnetostrictive torque sensor and the electric power steering apparatus according to the present invention are not limited to the above-described embodiments, and various configurations can be adopted without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 10 ... Electric power steering apparatus 12 ... Steering wheel 14 ... Steering shaft 22 ... Steering shaft 50A ... 1st torque sensor 54 ... Reduction gear 80 ... Magnetostrictive film 82a ... 1st coil 82b ... 2nd coil 84 ... Bobbin 85 ... Slit 86a ... 1st disc 86b ... 2nd disc 112a ... 1st anisotropic part 112b ... 2nd anisotropic part

Claims (6)

A magnetostrictive torque sensor having at least one magnetostrictive material provided on a shaft member and a coil for detecting a change in magnetic characteristics of the magnetostrictive material,
A soft magnetic metal member is provided in the vicinity of the coil ,
The soft magnetic metal member has a hollow cylindrical shape,
The soft magnetic metal member is a member made separately from the shaft member,
The soft magnetic metal member is provided at both axial ends of the coil so as to sandwich the coil in the axial direction,
The soft magnetic metal member has a slit formed in a part thereof,
A housing for housing at least the shaft member, the magnetostrictive material, and the coil;
The magnetostrictive torque sensor , wherein the housing includes an opening in an axial direction of the shaft member, and the soft magnetic metal member is provided in the opening . The magnetostrictive torque sensor according to claim 1,
The magnetostrictive torque sensor characterized in that the soft magnetic metal member is provided at a position that is vertically symmetrical with respect to the axial center of the magnetostrictive member of the shaft member. The magnetostrictive torque sensor according to claim 1 or 2,
The magnetostrictive torque sensor, wherein the coil is supported on the housing via an elastic member. The magnetostrictive torque sensor according to any one of claims 1 to 3,
A magnetostrictive torque sensor, wherein an opening size of one opening of the housing is set smaller than an opening size of the other opening. In the magnetostrictive torque sensor according to any one of claims 1 to 4,
A magnetostrictive torque sensor having a gap between the coil and the housing. Electric power steering that has a steering torque sensor that detects a steering torque generated when the driver steers the steering wheel of the vehicle, reduces the steering torque of the driver by directly applying the power of the motor to the steering system In the device
The steering torque sensor, the electric power steering apparatus according to claim magnetostrictive torque sensor der Rukoto according to any one of claims 1 to 5.

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