Inductive and magnetic multi-turn absolute steering angle sensor

Abstract

The invention relates to an inductive and magnetic multi-turn absolute steering angle sensor, and provides a system for controlling a steering system of a vehicle, comprising: a sensor configured to sense a plurality of values corresponding to operation of the steering system; and a controller configured to: receive a plurality of sensed values, the plurality of sensed values including a sensing angle signal and a magnetic angle signal; obtaining a relative angle of the steering shaft by using a first vernier algorithm based on the sensing angle signals; obtaining an absolute angle of the steering shaft by using a second vernier algorithm based on the magnetic angle signal and the relative angle obtained by the first vernier algorithm; and controlling the steering system based on the absolute angle obtained using the second vernier algorithm.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Patent Application No. 18 / 815,215, filed August 26, 2024. The entire disclosure of the above-cited applications is incorporated herein by reference. Technical Field

[0003] This disclosure relates to steering systems for vehicles, and more specifically to absolute steering angle sensing technology for steering systems. Background Technology

[0004] Vehicles (such as cars, trucks, sport utility vehicles, crossovers, minivans, boats, aircraft, all-terrain vehicles, recreational vehicles, or other suitable forms of transportation) typically include a steering system, such as an electric power steering (EPS) system, a steer-by-wire (SbW) system, a hydraulic steering system, or other suitable steering system. The steering system of such vehicles typically controls various aspects of the vehicle's steering, including providing steering assistance to the operator and controlling the steerable wheels. Summary of the Invention

[0005] This disclosure relates in its entirety to absolute steering angle sensing technology for steering systems.

[0006] One aspect of the disclosed embodiments includes a system for controlling a steering system of a vehicle, the system comprising: a sensor configured to sense a plurality of values ​​corresponding to operation of the steering system; and a controller configured to: receive the sensed plurality of values, the sensed plurality of values ​​including a sensed angle signal and a magnetic angle signal; obtain a relative angle of a steering axis using a first vernier algorithm based on the sensed angle signals; obtain an absolute angle of the steering axis using a second vernier algorithm based on the magnetic angle signal and the relative angle obtained by the first vernier algorithm; and control the steering system based on the absolute angle obtained using the second vernier algorithm.

[0007] These and other aspects of this disclosure will be disclosed in the following detailed description of embodiments, the appended claims and the accompanying drawings. Attached Figure Description

[0008] This disclosure will be better understood when read in conjunction with the accompanying drawings, based on the following description. It should be emphasized that, according to conventional practice, the various features in the drawings are not necessarily drawn to scale. Instead, for clarity, the dimensions of the various features have been arbitrarily enlarged or reduced.

[0009] Figure 1A The present invention generally illustrates a means of transportation based on the principles of this disclosure.

[0010] Figure 1B A controller based on the principles of this disclosure is generally illustrated.

[0011] Figure 2 Example sensing torque and angle sensors based on the principles of this disclosure are generally illustrated.

[0012] Figure 3 This is an example system and process for obtaining an absolute steering angle according to this disclosure.

[0013] Figure 4 This is a flowchart that generally illustrates the steps of an example method for obtaining an absolute steering angle based on the principles of this disclosure. Detailed Implementation

[0014] The following discussion pertains to various embodiments of this disclosure. While one or more of these embodiments may be preferred, the disclosed embodiments should not be construed as or otherwise intended to limit the scope of this disclosure (including the claims). Furthermore, those skilled in the art will understand that the following description has broad application, and the discussion of any embodiment is merely illustrative and not intended to imply that the scope of this disclosure (including the claims) is limited to that embodiment.

[0015] As described, vehicles (such as cars, trucks, sport utility vehicles, crossovers, minivans, boats, aircraft, all-terrain vehicles, recreational vehicles, or other suitable forms of transportation) typically include steering systems, such as electric power steering (EPS), steer-by-wire (SbW), hydraulic steering, or other suitable steering systems. The steering system of such vehicles typically controls various aspects of the vehicle's steering, including providing steering assistance to the vehicle's operator, controlling the vehicle's steerable wheels, etc.

[0016] In a steering system, the absolute steering angle indicates the precise position of the steering wheel or handwheel relative to a straight-ahead position. Absolute steering angle is used in various computing and vehicle control systems, such as steering control systems, autonomous and semi-autonomous or cooperative driving. Typically, a steering system includes an absolute steering angle sensor to sense the absolute steering angle.

[0017] The system and method according to this disclosure are configured to provide absolute steering angle sensing using inductive torque sensing technology. An example inductive torque sensor includes an input shaft rotor, an output shaft rotor, and a printed circuit board (PCB) containing sensing circuitry, as described in more detail below. The inductive torque sensor measures the angular positions of the input shaft rotor and the output shaft rotor, and the angular positions of the input shaft rotor and the output shaft rotor are derived using an inductive measurement method. A dedicated IC configured for inductive sensing is used to power a transmission coil on the PCB using an alternating electromagnetic field. The electromagnetic field generated by the transmission coil induces eddy currents in the metallic structures of the input shaft rotor and the output shaft rotor. These induced eddy currents generate their own induced electromagnetic fields, which interact with the field generated by the transmission coil via superposition, thereby forming a region with non-uniform electromagnetic field amplitudes beneath the rotors. A receiving coil arranged on the PCB detects the electromagnetic field in the region beneath the rotors, thereby generating a variable output that varies according to the rotational position of the rotors. The inductive sensing circuitry receives electrical signals from the receiving coils and obtains (e.g., calculates) equivalent angular positions based on these signals. These angular positions are mathematically subtracted to produce a differential angle signal. The differential angle signal can then be scaled in a manner proportional to the applied input torque.

[0018] As an example, the input shaft rotor and the output shaft rotor are connected to the respective shafts (i.e., the input shaft and the output shaft, respectively) via a torsion bar extending between the input and output shafts. When torque is applied to the input shaft and causes it to rotate, the output shaft may not rotate by the same amount as the input shaft due to the angular torsion of the torsion bar (i.e., the torque applied to the input shaft may not be directly transferred to the output shaft when the torsion bar torsional in response to torque). However, the torsion bar has a linear relationship between the applied torque and the angular torsion (i.e., the differential angle) between the input and output shafts. Therefore, according to the principles of this disclosure, the differential angle can be measured and used in a simple linear conversion to calculate the units (numerical units) of the torque applied to the input shaft.

[0019] In one example, the sensing torque sensor comprises two rotors with a non-integer ratio to each other in terms of the measurement period. In other words, over one rotation of the steering shaft (or, in some examples, over a fraction of a rotation), a sensing angle measurement derived from one rotor will repeat a different number of times than the other rotor, where there is no direct integer ratio between the number of cycles between the rotors. Therefore, in one example using this type of sensing sensor, the absolute multi-turn steering angle is determined by combining one of the sensing angle signals with a separate magnetic angle signal derived from a rotating gear that is geared to the steering shaft at a given gear ratio. The combination of angles from the sensing angle signal and the magnetic angle signal must be unique across the multiple turns of the steering shaft so that a unique absolute steering angle can be derived using these angular references.

[0020] In this example, it is challenging to optimize torque measurement accuracy while simultaneously providing a robust absolute angle detection algorithm by mechanizing a sensor with inductive periodicity and magnetic gear wheelratio. Furthermore, torque sensor accuracy increases with the number of inductive periods. However, the greater the difference in angular periodicity between the inductive angle and the magnetic angle used in the absolute angle detection algorithm, the lower the algorithm's tolerance for measurement errors. Therefore, a trade-off exists between torque measurement accuracy and the robustness or error tolerance of the absolute angle algorithm.

[0021] The absolute steering angle sensing system and method using inductive torque sensing according to this disclosure utilizes two inductive angle signals used in torque sensor measurements to derive completely different angular reference signals, which provide the relative position of the steering shaft over a 360-degree shaft rotation (or, in some examples, over a unit fraction of rotation). Since the two inductive angle measurements have a unique rotational relationship over one rotation (or unit fraction of rotation) of the shaft, where a different number of cycles are completed by either angle over one shaft rotation (or unit fraction of rotation), a vernier algorithm can be used to derive the shaft position. Once the shaft position is derived using the vernier algorithm, the magnetic gear angle can be combined with the shaft angle signal in a second vernier algorithm to generate a multi-turn steering angle of the shaft. The entire measurement range may depend on the gear ratio used to drive the magnetic gear.

[0022] Figure 1AA vehicle 10 is generally illustrated according to the principles of this disclosure. Vehicle 10 may include any suitable vehicle, such as a car, truck, SUV, minivan, crossover, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. Although vehicle 10 is shown as a wheeled passenger vehicle intended for use on a road, the principles of this disclosure can be applied to other vehicles, such as airplanes, ships, trains, drones, or other suitable vehicles.

[0023] Vehicle 10 includes a vehicle body 12 and a hood 14. A passenger compartment 18 is defined at least partially by the vehicle body 12. Another portion of the vehicle body 12 defines an engine compartment 20. The hood 14 may be movably attached to a portion of the vehicle body 12 such that when the hood 14 is in a first position or open position, the hood 14 provides access to the engine compartment 20, and when the hood 14 is in a second position or closed position, the hood 14 covers the engine compartment 20. In some embodiments, the engine compartment 20 may be located at the rear of the vehicle 10 compared to the generally shown position.

[0024] The passenger compartment 18 may be located behind the engine compartment 20, but in embodiments where the engine compartment 20 is located at the rear of the vehicle 10, the passenger compartment may be located in front of the engine compartment 20. The vehicle 10 may include any suitable propulsion system, including: an internal combustion engine, one or more electric motors (e.g., an electric vehicle), one or more fuel cells, a hybrid propulsion system including a combination of an internal combustion engine and one or more electric motors (e.g., a hybrid vehicle), and / or any other suitable propulsion system.

[0025] In some embodiments, vehicle 10 may include a petroleum or gasoline fuel engine, such as a spark-ignition engine. In some embodiments, vehicle 10 may include a diesel fuel engine, such as a compression-ignition engine. Engine compartment 20 houses and / or encloses at least some components of the propulsion system of vehicle 10. Additionally or alternatively, propulsion controllers (such as accelerator actuators (e.g., accelerator pedal), brake actuators (e.g., brake pedal), steering wheel, and other such components) are disposed in passenger compartment 18 of vehicle 10. The propulsion controllers may be actuated or controlled by the operator of vehicle 10 and may be directly connected to corresponding components of the propulsion system, such as throttle, brakes, vehicle axles, vehicle transmission, etc. In some embodiments, the propulsion controllers may transmit signals to a vehicle computer (e.g., drive-by-wire), which in turn may control the corresponding propulsion components of the propulsion system. Therefore, in some embodiments, vehicle 10 may be an autonomous vehicle.

[0026] In some embodiments, vehicle 10 includes a transmission connected to a crankshaft via a flywheel, clutch, or coupling. In some embodiments, the transmission includes a manual transmission. In some embodiments, the transmission includes an automatic transmission. For internal combustion engine or hybrid vehicle, vehicle 10 may include one or more pistons that operate in cooperation with the crankshaft to generate force, which is transmitted via the transmission to one or more shafts that rotate wheel 22. When vehicle 10 includes one or more electric motors, a vehicle battery and / or fuel cell provide power to these electric motors to rotate wheel 22.

[0027] Vehicle 10 may include an autonomous vehicle propulsion system, such as cruise control, adaptive cruise control, automatic braking control, other autonomous vehicle propulsion systems, or combinations thereof. Vehicle 10 may be an autonomous or semi-autonomous vehicle, or other suitable type of vehicle. Vehicle 10 may include more or fewer features than those generally shown and / or disclosed herein.

[0028] In some embodiments, vehicle 10 may include an Ethernet component 24, a Controller Area Network (CAN) bus 26, a Media-Oriented System Transport (MOST) component 28, a FlexRay component 30 (e.g., a brake-by-wire system), and a Local Interconnect Network (LIN) component 32. Vehicle 10 may use the CAN bus 26, MOST 28, FlexRay component 30, LIN 32, other suitable network or communication systems, or combinations thereof, to transmit various information from sensors, such as those inside or outside the vehicle, to various processors or controllers, such as those inside or outside the vehicle. Vehicle 10 may include more or fewer features than those generally shown and / or disclosed herein.

[0029] In some embodiments, the vehicle 10 may include a steering system, such as an EPS system, a steer-by-wire system (e.g., which may include one or more controllers or communicate with the one or more controllers, which control components of the steering system without using a mechanical connection between the steering wheel and the wheel 22 of the vehicle 10), a hydraulic steering system (e.g., which may include a magnetic actuator incorporated into a valve assembly of a hydraulic steering system), or other suitable steering systems.

[0030] The steering system may include an open-loop feedback control system or mechanism, a closed-loop feedback control system or mechanism, or a combination thereof. The steering system may be configured to receive various inputs, including but not limited to handwheel position, input torque, position of one or more road wheels, other suitable inputs or information, or a combination thereof.

[0031] Additionally or alternatively, these inputs may include steering wheel torque, steering wheel angle, motor speed, vehicle speed, estimated motor torque command, other suitable inputs, or combinations thereof. The steering system may be configured to provide steering functionality and / or control to the vehicle 10. For example, the steering system may generate auxiliary torque based on various inputs. The steering system may be configured to use the auxiliary torque to selectively control the motor of the steering system to provide steering assistance to the operator of the vehicle 10.

[0032] In some embodiments, the vehicle 10 may include a controller, such as Figure 1BThe controller 100 is generally shown in the diagram. Controller 100 may include any suitable controller, such as an electronic control unit or other suitable controller. Controller 100 may be configured to control various functions, such as a steering system and / or various functions of the vehicle 10. Controller 100 may include a processor 102 and a memory 104. Processor 102 may include any suitable processor, such as the processor described herein. Additionally or alternatively, controller 100 may include any suitable number of processors as a complement to or alternative to processor 102. Memory 104 may include a single disk or multiple disks (e.g., a hard disk drive) and includes a storage management module that manages one or more partitions within memory 104. In some embodiments, memory 104 may include flash memory, semiconductor (solid-state) memory, etc. Memory 104 may include random access memory (RAM), read-only memory (ROM), or a combination thereof. Memory 104 may include instructions that, when executed by processor 102, cause processor 102 to control at least various aspects of the vehicle 10. Alternatively, memory 104 may include instructions that, when executed by processor 102, cause processor 102 to perform functions associated with the systems and methods described herein.

[0033] The controller 100 may receive one or more signals from various measuring devices or sensors 106 indicating sensed or measured characteristics of the vehicle 10. Sensors 106 may include any suitable sensors, measuring devices, and / or other suitable mechanisms. For example, sensors 106 may include one or more torque sensors or devices, one or more steering wheel position sensors or devices, one or more motor position sensors or devices, one or more position sensors or devices, other suitable sensors or devices, or combinations thereof. The one or more signals may indicate steering wheel torque, steering wheel angle, motor speed, vehicle speed, other suitable information, or combinations thereof.

[0034] In some embodiments, controller 100 may be configured to implement an absolute steering angle sensing technique according to the principles of this disclosure. However, the methods described herein by controller 100 are not intended to be limiting, and any type of software executing on the controller or processor may perform the methods described herein without departing from the scope of this disclosure. For example, a controller (such as a processor executing software within a computing device) may perform the methods described herein.

[0035] Figure 2An example sensing torque sensor 200 according to this disclosure is shown. The sensing torque sensor 200 includes an input shaft rotor 202, an output shaft rotor 204, and a printed circuit board (PCB) 206 containing sensing circuitry 208, as described in more detail below. For example, the input shaft rotor 202 is coupled to an input shaft 212, and the output shaft rotor 204 is coupled to an output shaft 214, and the input shaft 212 and output shaft 214 are connected together via a torsion bar 216. Therefore, rotation of the input shaft 212 transmits rotational force and motion to the output shaft 214.

[0036] A torque sensor 200 measures the angular positions of the input shaft rotor 202 and the output shaft rotor 204, and these angular positions are derived using an inductive measurement method. In this example, a dedicated IC configured for inductive sensing is used to power a transmission coil on a PCB 206 using an alternating electromagnetic field. The electromagnetic field generated by the transmission coil induces eddy currents in the metal structures of the input shaft rotor 202 and the output shaft rotor 204. These induced eddy currents generate corresponding induced electromagnetic fields, which interact with the field generated by the transmission coil via superposition, thereby creating a region with non-uniform electromagnetic field amplitudes beneath the rotors 202 and 204. A receiving coil arranged on the PCB 206 detects the electromagnetic field in the region beneath the rotors 202 and 204, thereby generating a variable output that varies according to the rotational position of the rotors 202 and 204. Inductive sensing circuitry (e.g., one or more inductive sensors 220) receives electrical signals from the receiving coil and obtains equivalent angular positions based on the signals. These angular positions are mathematically subtracted to generate differential angular signals. The differential angle signal can then be scaled in a manner proportional to the applied input torque.

[0037] In one example, rotors 202 and 204 have a non-integer ratio of their measurement periodicity. In other words, over one rotation (or a fraction of a unit of rotation) of the steering shaft corresponding to input shaft 212, a sensed angle measurement derived from one rotor will repeat a different number of times than the other rotor, where there is no direct integer ratio between the number of cycles of rotors 202 and 204. Therefore, in one example using this type of sense sensor, the absolute multi-turn steering angle is determined by combining a sensed angle signal with one of the two sensed angle signals with a separate magnetic angle signal derived from a rotating gear 224 geared to the steering shaft at a given gear ratio (e.g., via drive gear 226). The rotating gear 224 includes a magnet 230, and the rotation of the magnet 230 is sensed by one or more magnetic angle sensors 232 to obtain a magnetic angle signal (e.g., a magnetic gear angle or signal). The combination of angles from the sensed angle signal and the magnetic angle signal must be unique over the multiple turns of the steering shaft so that a unique absolute steering angle can be derived using these angular references.

[0038] In this example, it is challenging to mechanize a sensor with inductive periodicity and a magnetic gear ratio to optimize torque measurement accuracy while also providing a robust absolute angle detection algorithm. Furthermore, the accuracy of the torque sensor increases with the number of inductive periods. However, the greater the difference in angular periodicity between the inductive angle and the magnetic angle used in the absolute angle detection algorithm, the lower the algorithm's tolerance for measurement errors. Therefore, a trade-off exists between torque measurement accuracy and the robustness or error tolerance of the absolute angle algorithm.

[0039] The absolute steering angle sensing system and method using inductive torque sensing according to this disclosure utilizes two inductive angle signals used in torque sensor measurements to derive completely different angular reference signals, which provide the relative position of the steering shaft over a 360-degree shaft rotation (or, in some examples, over a unit fraction of rotation). Since the two inductive angle measurements have a unique rotational relationship over one rotation (or unit fraction of rotation) of the steering shaft, where a different number of cycles are completed by either angle over one shaft rotation, a vernier algorithm can be used to derive the position of the steering shaft. Once the shaft position is derived using the vernier algorithm, the magnetic gear angle can be combined with the shaft angle signal in a second vernier algorithm to generate a multi-turn steering angle of the steering shaft. The entire measurement range may depend on the gear ratio used to drive the magnetic gear 224.

[0040] Figure 3An example system 300 and process for obtaining an absolute steering angle according to this disclosure are illustrated. System 300 may include a controller 304 (e.g., a steering system controller) configured to perform various functions described herein to obtain the absolute steering angle. In the example, the sensing angle signal is first adjusted (e.g., in…) Figure 3 The angles 1 and 2 (as shown in the diagram, as measured by the corresponding sensing torque sensor 220) are used to eliminate the effect of the torsion bar twist angle caused by the steering torque applied to the input shaft. For example, the sensing angle signals are aligned via a calibration / trimming procedure to ensure alignment between the sensing angle signals for executing the steering angle algorithm. Alignment can be performed during the manufacture and installation of the sensing torque sensor 200. Since the sensing sensor 200 measures the relative input shaft angle and output shaft angle, the differential angle can be calculated directly. As an example, as shown at 308, the differential angle (corresponding to the difference between the sensing angle signals) is calculated to obtain a differential angle offset, and one of the sensing angle signals is adjusted by the differential angle offset. In other words, the calculated differential angle is applied to one of the sensing angle signals to remove the torsion bar twist angle, which aligns the sensing angle signals in a single rotating reference frame without torsion bar twisting (as if both shafts were rotating simultaneously). In the example best implementation, the shaft angles are aligned based on the shaft of the drive gear 224 (e.g., output shaft 214) such that both sensed shaft angles are derived from rotation on the same side of the shaft assembly including shafts 212, 214.

[0041] After aligning one selected axis angle (i.e., by applying a differential angle offset) with another axis angle, the sensed axis angle is provided as input to a vernier algorithm (e.g., a first vernier algorithm or calculation performed by controller 304, as shown at 312) to determine and output the relative axis position or axis angle within 360 degrees of axis rotation (e.g., axis angle from 0 degrees to 360 degrees), or in some examples, the relative axis position or axis angle within a unit fraction of rotation. In some examples, controller 304 may be configured to perform diagnostics to track the sensed axis angle and ensure that there are no instantaneous jumps in angle due to improper algorithm execution, as shown at 316. As an example, controller 304 monitors and compares sensed axis angles to determine whether the difference between sensed axis angles, the rate of change of the difference between sensed axis angles, etc., exceeds a threshold, which may indicate instantaneous jumps or other errors in the result of the vernier calculation. An axis angle validity signal may correspond to a binary (e.g., 1 or 0) indicator of the validity of the calculated relative axis angle.

[0042] The magnetic gear angle (e.g., obtained as described above, by magnetic angle sensor 232) and the relative axis angle calculated using the first vernier are provided as input to a second vernier algorithm (e.g., a second vernier algorithm or calculation executed by controller 304, as shown at 320). In the example, the magnetic gear angle obtained by sensor 232 can be calibrated to align with the steering shaft (one or both shafts 212, 214). The second vernier algorithm is configured (e.g., executed by controller 304) to obtain an absolute axis position or angle (corresponding to an absolute steering angle). The absolute axis angle corresponds to multiple rotations of the steering shaft, depending on the gear ratio of gear 224 to the steering shaft (e.g., shaft 212). In other words, the absolute axis angle does not correspond to an angle from 0 to 360 degrees, but rather an angle from 0 to x degrees, where x varies based on the gear ratio. For example, x is greater than 360. Similar to the diagnostics performed at 316, controller 304 can be configured to perform diagnostics to determine the validity of the results of the second vernier algorithm, as shown at 324.

[0043] In this way, the second vernier algorithm is configured to obtain multi-turn absolute steering shaft angles and absolute angle validity signals. Because the relative periodicity of the shaft angle and gear angle is closer to each other than either the original sensed angle (i.e., the signal obtained by the sensed torque sensor 220) or the gear angle (i.e., the signal obtained by the magnetic angle sensor 232), the second vernier algorithm is more robust and fault-tolerant compared to using the original sensed angle. Therefore, larger errors in the gear angle are allowed (e.g., due to assembly tolerances, temperature, life drift, etc.), and the second vernier algorithm can operate within a larger error margin to avoid algorithm failure.

[0044] In the example, the sensing angles θ1 and θ2 have different periodicities (e.g., p1 and p2 respectively) and the differential angle is determined by θ Δ This is indicated by the following. Additionally, the induced periodicities can be coprime, or they can have a greatest common divisor (GCD) other than 1. When two periodicities are coprime, the unique common divisor is d = 1, while if they have a GCD other than 1, then d takes the value of the GCD. As an example, it can be assumed that each induced angle measures the electrical period from 0 to 360 degrees. The induced angles are normalized to a common gradient centered at 0 according to the following terms:

[0045] and as well as;

[0046]

[0047] After adjustment based on the differential angle, the sensing angle θ1 corresponds to θ 1Δ =MOD(θ1-θ) Δ, 360). Therefore, θ 1Δ θ2 is provided as input to the first vernier algorithm, which obtains the rotation of the steering axis on the axis. Relative angles within a range of degrees.

[0048] Conversely, the second vernier algorithm uses the relative angle of the steering shaft obtained by the first vernier algorithm in combination with the magnetic gear angle as described above to obtain the absolute position or angle of the steering shaft on multiple turns.

[0049] Figure 4 This is a flowchart generally illustrating an absolute steering angle sensing method 400 according to the principles of this disclosure. For example, one or more computing devices, processors, or processing devices are configured to execute instructions to implement method 400, such as one or more processors in a system described herein (e.g., a computing device or processor of a vehicle configured to implement system 300, controller 304, etc.). In some examples, one or more steps in the steps of method 400 described below may be skipped or omitted, and / or one or more of these steps may be performed in a different order than described.

[0050] At 404, method 400 includes obtaining a sensing angle and a magnetic angle (e.g., using a sensing torque sensor 220 and a magnetic angle sensor 232, respectively). At 408, method 400 includes obtaining a differential angle offset and using the differential angle offset to adjust one of the sensing angles (e.g., sensing shaft angle 1, such as...). Figure 3 (As shown).

[0051] At 412, method 400 includes performing a first vernier calculation using sensing angles (e.g., adjusted sensing axis angle 1 and sensing axis angle 2). The output of the first vernier calculation is a relative axis angle (e.g., in an example using a unit fraction of rotation, from 0 to 360 or another value).

[0052] At 416, method 400 includes performing a second vernier calculation to obtain an absolute axis angle (e.g., from 0 degrees to x degrees, where x varies based on the transmission ratio as described above) using a magnetic angle (e.g., corresponding to a magnetic gear angle) and a relative axis angle obtained by a first vernier calculation.

[0053] At 420, method 400 includes using an absolute axis angle to perform at least one steering function of the vehicle.

[0054] The foregoing discussion is intended to illustrate the principles and various embodiments of the invention. Once the foregoing disclosure is fully understood, many variations and modifications will become apparent to those skilled in the art. The appended claims are intended to be construed as covering all such variations and modifications.

[0055] The term “example” is used herein to indicate that something is used as an example, instance, or illustration. Any aspect or design described herein as an “example” is not necessarily to be construed as preferred or advantageous over other aspects or designs. Rather, the use of the term “example” is intended to present the concept in a specific manner. As used herein, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless otherwise specified or clearly understood from the context, “X comprises A or B” is intended to mean any of the natural inclusive permutations and combinations. That is, if X comprises A; X comprises B; or X comprises both A and B, then “X comprises A or B” is satisfied in any of the foregoing examples. Additionally, the articles “a” and “an” as used herein and in the appended claims should generally be interpreted as meaning “one or more” unless otherwise specified or clearly understood from the context to refer to the singular form. Furthermore, the use of the terms “one embodiment” or “an embodiment” throughout is not intended to refer to the same embodiment or implementation unless specifically described as such.

[0056] The specific implementations of the systems, algorithms, methods, instructions, etc., described herein can be implemented in hardware, software, or any combination thereof. Hardware may include, for example, computers, intellectual property (IP) cores, application-specific integrated circuits (ASICs), programmable logic arrays, optical processors, programmable logic controllers, microcode, microcontrollers, servers, microprocessors, digital signal processors, or any other suitable circuitry. In the claims, the term "processor" should be understood to cover any of the aforementioned hardware, individually or in combination. The terms "signal" and "data" are used interchangeably.

[0057] As used herein, the term "module" can include packaged functional hardware units designed for use with other components, instruction sets executable by a controller (e.g., a processor executing software or firmware), processing circuitry configured to perform specific functions, and stand-alone hardware or software components interfacing with a larger system. For example, a module can include application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), circuits, digital logic circuits, analog circuits, combinations of discrete circuits, gates, and other types of hardware, or combinations thereof. In other embodiments, a module can include memory storing instructions executable by a controller to implement the features of the module.

[0058] Furthermore, in one aspect, for example, the system described herein can be implemented using a general-purpose computer or general-purpose processor having a computer program that, when executed, implements any of the various methods, algorithms, and / or instructions described herein. Alternatively or additionally, for example, a special-purpose computer / processor may be utilized, which may include additional hardware for implementing any of the methods, algorithms, or instructions described herein.

[0059] Furthermore, all or part of the embodiments of this disclosure may take the form of a computer program product accessible from, for example, a computer-usable medium or a computer-readable medium. A computer-usable medium or a computer-readable medium may be any means capable of, for example, tangibly containing, storing, transmitting, or transporting a program for use by or in conjunction with any processor. Such a medium may be, for example, an electronic, magnetic, optical, electromagnetic, or semiconductor device. Other suitable media are also available.

[0060] The above embodiments, implementations, and aspects have been described to allow for an easy understanding of the invention and are not intended to limit it. Rather, the invention is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims, which should be interpreted in the broadest possible sense to include all such modifications and equivalent structures to the extent permitted by law.

Claims

1. A system for controlling the steering of a vehicle, comprising: The sensor is configured to sense multiple values ​​corresponding to the operation of the steering system; as well as The controller is configured as follows: It receives multiple sensed values, including a sensed angle signal and a magnetic angle signal. Based on the sensed angle signal, a first vernier algorithm is used to obtain the relative angle of the steering shaft. Based on the magnetic angle signal and the relative angle obtained by the first vernier algorithm, a second vernier algorithm is used to obtain the absolute angle of the steering shaft. The steering system is controlled based on the absolute angle obtained using the second vernier algorithm.

2. The system according to claim 1, wherein, The sensor includes a first sensing sensor configured to sense a first sensing angle, a second sensing sensor configured to sense a second sensing angle, and a magnetic sensor configured to sense a magnetic angle.

3. The system according to claim 2 further includes a sensing torque sensor, wherein the sensing torque sensor includes the sensor, wherein, The torque sensor is connected to the steering shaft.

4. The system according to claim 3, wherein, The sensing torque sensor includes an input shaft, an output shaft, a torque bar connected between the input shaft and the output shaft, and a gear connected to the output shaft, wherein the magnetic angle signal corresponds to the position of a magnet associated with the gear.

5. The system according to claim 4, wherein, The controller is configured to calculate the differential angle offset between the input axis and the output axis, and to adjust the first sensing angle based on the differential angle offset.

6. The system according to claim 5, wherein, The controller is configured to further obtain the absolute angle of the steering shaft based on the gear ratio associated with the gear.

7. The system according to claim 6, wherein, The relative angle is between 0 and 360 degrees, and the absolute angle is between 0 and x, where x is greater than 360 degrees.

8. A method for controlling a steering system of a vehicle, the method comprising: One or more sensors are used to sense multiple values ​​corresponding to the operation of the steering system; Receive multiple sensed values, including sensed angle signals and magnetic angle signals; Based on the sensed angle signal, the relative angle of the steering shaft is obtained using the first vernier algorithm; Based on the magnetic angle signal and the relative angle obtained through the first vernier algorithm, the absolute angle of the steering axis is obtained using a second vernier algorithm; and The steering system is controlled based on the absolute angle obtained using the second vernier algorithm.

9. The method according to claim 8, wherein, The one or more sensors include a first sensing sensor configured to sense a first sensing angle, a second sensing sensor configured to sense a second sensing angle, and a magnetic sensor configured to sense a magnetic angle.

10. The method according to claim 9, wherein, The one or more sensors are components of a torque sensing sensor, wherein the torque sensing sensor is coupled to the steering shaft.

11. The method according to claim 10, wherein, The sensing torque sensor includes an input shaft, an output shaft, a torque bar connected between the input shaft and the output shaft, and a gear connected to the output shaft, wherein the magnetic angle signal corresponds to the position of a magnet associated with the gear.

12. The method of claim 11, further comprising calculating a differential angle offset between the input axis and the output axis, and adjusting the first sensing angle based on the differential angle offset.

13. The method of claim 12, further comprising obtaining the absolute angle of the steering shaft based on the gear ratio associated with the gear.

14. The method according to claim 13, wherein, The relative angle is between 0 and 360 degrees, and the absolute angle is between 0 and x, where x is greater than 360 degrees.

15. A processor configured to execute instructions stored in memory, wherein, Executing the instructions causes the processor to control the vehicle's steering system, the instructions including: One or more sensors are used to sense multiple values ​​corresponding to the operation of the steering system; Receive multiple sensed values, including sensed angle signals and magnetic angle signals; Based on the sensed angle signal, the relative angle of the steering shaft is obtained using the first vernier algorithm; Based on the magnetic angle signal and the relative angle obtained through the first vernier algorithm, the absolute angle of the steering axis is obtained using a second vernier algorithm; and The steering system is controlled based on the absolute angle obtained using the second vernier algorithm.

16. The processor of claim 15, wherein, The one or more sensors include a first sensing sensor configured to sense a first sensing angle, a second sensing sensor configured to sense a second sensing angle, and a magnetic sensor configured to sense a magnetic angle.

17. The processor of claim 16, wherein, The one or more sensors are components of a torque sensing sensor, wherein the torque sensing sensor is coupled to the steering shaft.

18. The processor of claim 17, wherein, The sensing torque sensor includes an input shaft, an output shaft, a torque bar connected between the input shaft and the output shaft, and a gear connected to the output shaft, wherein the magnetic angle signal corresponds to the position of a magnet associated with the gear.

19. The processor of claim 18, wherein, The instructions also include calculating the differential angle offset between the input axis and the output axis, and adjusting the first sensing angle based on the differential angle offset.

20. The processor of claim 19, wherein, The instructions also include obtaining the absolute angle of the steering shaft based on the gear ratio associated with the gear.

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