Sensing device

Abstract

The present invention provides a sensing device comprising: a first sub-gear engaged with a main gear; a second sub-gear engaged with the first sub-gear; a sensor unit for measuring angles of the first sub-gear and the second sub-gear; and a detection unit that is connected to the sensor unit and detects an absolute angle of the main gear, wherein the detection unit comprises: a calculation unit for calculating a reference delta value which is the difference between the angles of the first sub-gear and the second sub-gear calculated on the basis of a gear ratio; a measurement unit for obtaining, through the sensor, a measured delta value which is the difference between the angles of the first sub-gear and the second sub-gear; a compensation unit for compensating for the absolute angle of the main gear on the basis of a delta gap between the reference delta value and the measured delta value; and an error value calculation unit for calculating an error value for correcting the delta gap so that the delta gap is located in a compensation range, and the detection unit generates a warning signal without compensating for the absolute angle of the main gear when the error value is greater than a first reference value.

Description

sensing device

[0001] The embodiment relates to a sensing device.

[0002] To calculate the absolute angle in a sensing device, the rotational angles of multiple sub-gears were measured and the relative ratios between the sub-gears were calculated. However, mechanical errors occurring during the meshing process of these sub-gears increased the phase difference of the signals detected from the sub-gears, resulting in a decrease in the accuracy of angle detection.

[0003] In addition to these problems, there is a problem that a large error occurs in angle detection when there is a problem with the sub gear or the magnet or sensor unit placed in the sub gear.

[0004] Accordingly, the present invention aims to solve the above-mentioned problem by providing a sensing device capable of compensating for mechanical errors occurring during the meshing process between sub-gears.

[0005] The problems to be solved by the embodiment are not limited to the problems mentioned above, and other problems not mentioned herein will be clearly understood by those skilled in the art from the description below.

[0006] An embodiment for achieving the above object includes a first sub-gear meshed with a main gear, a second sub-gear meshed with the first sub-gear, a sensor unit for measuring an angle between the first sub-gear and the second sub-gear, and a detection unit connected to the sensor unit for detecting an absolute angle of the main gear, wherein the detection unit includes a calculation unit for calculating a reference delta value, which is an angle difference between the first sub-gear and the second sub-gear calculated based on a gear ratio, a measurement unit for obtaining a measured delta value, which is an angle difference between the first sub-gear and the second sub-gear, through the sensor, and a compensation unit for compensating for the absolute angle of the main gear based on a delta gap between the reference delta value and the measured delta value, and an error value calculation unit for calculating an error value for correcting the delta gap so that the delta gap is located within a compensation range, wherein the detection unit may provide a sensing device that does not compensate for the absolute angle of the main gear and generates a warning signal when the error value is greater than a first reference value.

[0007] The above-mentioned calculation unit may include an index calculation unit that calculates an index value using the corresponding reference delta value as a unit when one rotation of a reference sub-gear, which is one of the first sub-gear and the second sub-gear, is taken as a reference.

[0008] The above compensation unit can increase the index value when the delta gap exceeds the second reference value, and can decrease the index value when the delta gap is less than the third reference value.

[0009] The above compensation unit can increase the index value by one step when the delta gap exceeds the second reference value, and can decrease the index value by one step when the delta gap is less than the third reference value.

[0010] If the delta gap exceeds the second reference value, the error value may be a value obtained by subtracting the difference between the second reference value and the third reference value from the delta gap.

[0011] If the delta gap is less than the second reference value, the error value may be a value obtained by adding the difference between the second reference value and the third reference value to the delta gap.

[0012] The above detection unit can generate a warning signal without compensating for the absolute angle of the main gear if the difference between the error value in the starting condition and the error value in the driving condition is less than the first reference value.

[0013] The above first reference value may be smaller than the difference between the above second reference value and the above third reference value.

[0014] The range of the above reference delta value can be between 0° and 360°.

[0015] The above compensation unit can increase the index value by one step when the delta gap exceeds the second reference value, and can decrease the index value by one step when the delta gap between the reference delta value and the measured delta value is less than the third reference value.

[0016] The above detection unit can calculate the compensated absolute angle through the following mathematical expression 1.

[0017] <Mathematical Formula 1>

[0018] AA = RG *(360°* Ra)+(A / Ra)

[0019] Here, AA is the absolute angle, RG is the index value, Ra is the gear ratio of the reference sub-gear, and A is the angle of the reference sub-gear.

[0020] According to an embodiment, by comparing a reference delta value calculated by a gear ratio with a measured delta value measured by a sensor unit to compensate for the absolute angle of the main gear, a mechanical error occurring during the meshing process between sub-gears is provided, thereby providing an advantageous effect of compensating for the mechanical error occurring during the meshing process between sub-gears.

[0021] According to an embodiment, the delta value is converted into an index value that divides it into a certain unit, and the index value is corrected to compensate for the absolute angle of the main gear, thereby providing an advantageous effect of greatly increasing the compensation range.

[0022] According to the implementation, there is an advantage in that it is possible to detect abnormalities in the sub gear, sensor unit, or sub gear magnet through the error value.

[0023] FIG. 1 is a drawing illustrating a torque angle sensor according to an embodiment;

[0024] Figure 2 is a drawing showing the main gear and sub gear.

[0025] Figure 3 is a drawing showing a detection unit according to an embodiment;

[0026] Figure 4 is a drawing illustrating an absolute angle measurement method according to an embodiment;

[0027] Figure 5 is a diagram showing delta values.

[0028] Figure 6 is a drawing showing index values.

[0029] Figure 7 is a diagram showing the reference delta value.

[0030] Figure 8 is a drawing illustrating the correction of index values.

[0031] Figure 9 is a graph showing a state where the delta gap is out of the compensation range.

[0032] Figure 10 is a graph in which the delta gap is corrected as an error value.

[0033] Figures 11 and 12 are diagrams showing absolute angles corresponding to error values.

[0034] Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the attached drawings.

[0035] However, the technical idea of ​​the present invention is not limited to some of the embodiments described, but can be implemented in various different forms, and within the scope of the technical idea of ​​the present invention, one or more of the components between the embodiments can be selectively combined or substituted for use.

[0036] In addition, terms (including technical and scientific terms) used in the embodiments of the present invention may be interpreted as having a meaning that can be generally understood by a person of ordinary skill in the technical field to which the present invention belongs, unless explicitly and specifically defined and described, and terms that are commonly used, such as terms defined in a dictionary, may be interpreted in consideration of the contextual meaning of the relevant technology.

[0037] Additionally, the terms used in the embodiments of the present invention are intended to describe the embodiments and are not intended to limit the present invention.

[0038] In this specification, the singular may also include the plural unless specifically stated otherwise in the phrase, and when it is described as “A and / or at least one (or more) of B, C”, it may include one or more of all combinations that can be combined with A, B, C.

[0039] Additionally, in describing components of embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used.

[0040] These terms are intended only to distinguish one component from another, and are not intended to limit the nature, order, or sequence of the component.

[0041] And, when a component is described as being 'connected', 'coupled' or 'connected' to another component, it may include not only cases where the component is directly connected, coupled or connected to the other component, but also cases where the component is 'connected', 'coupled' or 'connected' by another component between the component and the other component.

[0042] Additionally, when described as being formed or arranged "above or below" each component, "above" or "below" includes not only cases where the two components are in direct contact with each other, but also cases where one or more other components are formed or arranged between the two components. Furthermore, when expressed as "above" or "below," it can include the meaning of a downward direction as well as an upward direction based on one component.

[0043] Hereinafter, the direction perpendicular to the axial direction of the sensing device is called the radial direction, and the direction along a circle having a radius in the radial direction with respect to the axis center is called the circumferential direction. The term "inside" refers to a direction arranged toward the axis center based on the radial direction, and the term "outside" may refer to a direction opposite to the inside.

[0044] FIG. 1 is a drawing illustrating a sensing device according to an embodiment.

[0045] Referring to FIG. 1, a sensing device according to an embodiment may include a rotor (10) and a stator (20).

[0046] The rotor (10) is placed inside the stator (20). The rotor (10) is connected to the input shaft of the external shaft, where the input shaft may be an external shaft connected to the steering wheel of the vehicle.

[0047] The stator (20) is arranged on the outside of the rotor (10). The stator (20) may include annular stator teeth. The stator teeth may be arranged in pairs facing each other.

[0048] The sensor module (30) measures the magnetic field generated between the rotor (10) and the stator (20). The sensor module (30) may include a Hall sensor mounted on a circuit board.

[0049] The sensing device may include a main gear (210) that rotates in conjunction with the shaft, a first sub gear (220) that engages with the main gear (210), and a second sub gear (230) that engages with the first sub gear (220).

[0050] Figure 2 is a drawing showing the main gear and sub gear.

[0051] Referring to FIG. 2, the first and second sub-gears (220, 230) rotate according to the rotation of the main gear (210). At this time, magnets may be mounted on the first and second sub-gears (220, 230). The printed circuit board (3) may be equipped with sensors capable of measuring a magnetic field generated by the rotation of the magnets mounted on the sub-gears (220, 230), and these elements may be either a magnetoresistive element (AMRIC) or a Hall element (Hall IC).

[0052] The sensing device is designed such that the main gear (210), the first sub-gear (220), and the second sub-gear (230) are interlocked and rotate. The main gear (210), the first sub-gear (220), and the second sub-gear (230) each have predetermined gear ratios. For example, the gear ratio may be designed such that when the main gear (210) rotates 0° to 1620°, the main gear (210) rotates 4.5 times, the first sub-gear (220) rotates 11 times, and the second sub-gear (230) rotates 12 times.

[0053] A sensor unit (240) including sensors (241, 242) corresponding to the first sub-gear (220) and the second sub-gear (230) may be provided. The process of calculating an absolute angle through the main gear (210), the first sub-gear (220), and the second sub-gear (230) is as follows. Here, the absolute angle may be a steering wheel angle of the vehicle.

[0054] Fig. 3 is a drawing illustrating a detection unit according to an embodiment, Fig. 4 is a drawing illustrating an absolute angle measurement method according to an embodiment, and Fig. 5 is a drawing illustrating a delta value.

[0055] Referring to FIGS. 3 to 5, the detection unit (260) calculates the angle of the main gear (210) through the acquired angle and gear ratio when the sensor unit (240) acquires the angles of the first sub-gear (220) and the second sub-gear (230), respectively.

[0056] For example, if the main gear (210) has a total angle of 1620°, when the main gear (210) rotates 4.5 times, the first sub-gear (20) rotates 11 times, and the second sub-gear (30) rotates 12 times. Here, the total angle is an angle calculated by accumulating the rotation of the main gear (210) when all gears return to the state just before rotation.

[0057] Therefore, the overall angle of the main gear (210) can be calculated through a relative ratio using the rotation angles of the first sub-gear (220) and the second sub-gear (230), and the absolute angle of the main gear (210) can be calculated using the calculated overall angle.

[0058] At this time, the first sub-gear (220) and the second sub-gear (230) have a difference in rotation angle due to the gear ratio. This is called a delta value. Referring to Fig. 5, it can be seen that the delta value is expressed linearly in response to the absolute angle. The absolute angle of the main gear (210) can be calculated using this delta value.

[0059] However, compensation of the delta value is required due to the mechanical error of the first sub-gear (220) and the second sub-gear (230). To compensate for the delta value, the detection unit (260) may include a calculation unit (261), a measurement unit (262), a compensation unit (263), and an error value calculation unit (264).

[0060] The calculation unit (261) calculates a reference delta value, which is the angle difference between the first sub-gear (220) and the second sub-gear (230) calculated based on the gear ratio. (S100) The reference delta value is calculated based on the gear ratio and therefore does not include mechanical errors, and corresponds to a value that serves as a reference for compensation.

[0061] The measuring unit (262) calculates a measurement delta value, which is the angle difference between the first sub-gear (220) and the second sub-gear (230), based on the signal received from the sensor unit (240). (S200) The reference delta value is based on the angle between the first sub-gear (220) and the second sub-gear (230) by the sensor (241, 242), and includes a mechanical error.

[0062] The compensation unit (263) compares the reference delta value and the measured delta value to compensate for the absolute angle of the main gear (210).

[0063] The error value calculation unit (264) is for detecting errors in absolute angle calculation that occur beyond the compensation range.

[0064] Figure 6 is a diagram showing index values.

[0065] Referring to FIG. 6, the index value is a value whose unit is the corresponding delta value based on one rotation of either the first sub-gear (220) or the second sub-gear (230), and is intended to expand the compensation range of the absolute angle. For example, when the main gear (210) has a total angle of 1620°, when the main gear (210) rotates 4.5 times, the first sub-gear (220) rotates 11 times, and the second sub-gear (230) rotates 12 times, the index value is 12. That is, when the second sub-gear (230) rotates once, the index value is step 1, the absolute angle of the main gear (210) is 135°, and the corresponding delta value is 30°. In addition, when the second sub-gear (230) rotates twice, the index value is step 2, and the corresponding delta value is 60°.

[0066] Figure 7 is a diagram showing the reference delta value.

[0067] Referring to FIGS. 3, 4, and 7, the reference delta value can be calculated based on the reference sub-gear. The reference sub-gear is either one of the first sub-gear (220) or the second sub-gear (230). In order to eliminate mechanical errors that may occur during the process of the first sub-gear (220) and the second sub-gear (230) engaging, one of the first sub-gear (220) and the second sub-gear (230) is excluded when measuring the absolute angle.

[0068] In explaining the embodiment, the reference sub-gear is exemplified as the second sub-gear (230). It can be seen that the reference delta value is ideally displayed within the range of 0° to 30° in response to the rotation angle of the second sub-gear (230).

[0069] When the main gear (210) has a total angle of 1620°, that is, when the main gear (210) rotates 4.5 times, the first sub-gear (220) rotates 11 times, and the second sub-gear (230) rotates 12 times, the reference delta value can be calculated by a proportional equation using the angle of the second sub-gear (230) as an input value. The angle of the second sub-gear (230) can be a value measured by the sensor unit (540).

[0070] 360°: 30° = Angle of the second sub gear (230): Reference delta value

[0071] The measuring unit (262) measures the measurement delta value, which is the angle difference between the first sub-gear (220) and the second sub-gear (230) measured by the sensor unit (540) under the same conditions. (S200)

[0072] The compensation unit (263) calculates the delta gap between the standard delta value and the measured delta value. (S300)

[0073] The index calculation unit (261a) calculates an index value with the corresponding delta value as a unit based on one rotation of the second sub gear (230). (S400)

[0074] Figure 8 is a diagram illustrating correction of index values.

[0075] Referring to FIGS. 3, 4 and 8, the compensation unit (263) can increase the corresponding index value by one step if the delta gap between the reference delta value and the measured delta value exceeds the reference value (e.g., 15°), and can decrease the corresponding index value by one step if the delta gap between the reference delta value and the measured delta value is less than the reference value (S500).

[0076] The index value corrected as above can be input into the mathematical expression 1 below to obtain the absolute angle, thereby obtaining the compensated absolute angle. (S1000)

[0077]

[0078] Here, AA is the absolute angle, RG is the index value, Ra is the gear ratio of the reference sub-gear, and A is the angle of the reference sub-gear.

[0079] In Fig. 8, the angle of the second sub-gear (230) is divided into 90° units, and the delta value, which is the unit of the index value, is 30°, and this is divided into 4 areas of 7.5°. In area A of Fig. 8, where the delta gap of the delta value is 22.5° and the angle of the second sub-gear (230) is ≤90°, the index value can be corrected to increase by 1 step.

[0080] Conversely, in area B of FIG. 8, where the delta gap of the delta value is > 7.5° and the angle of the second sub-gear (230) is ≥ 270°, the index value can be corrected to decrease by one step.

[0081] Figure 9 is a graph showing a state where the delta gap is outside the compensation range, and Figure 10 is a graph where the delta gap is corrected as an error value.

[0082] Referring to FIG. 4, FIG. 9, and FIG. 10, the error value calculation unit (264) can calculate and monitor an error value by compensating the delta gap when the delta gap is out of the compensation range. (S600)

[0083] The compensation range is defined as the range between the second reference value and the third reference value. For example, the second reference value may be 15° and the third reference value may be -15°.

[0084] If it is greater than the second reference value or less than the third reference value, it can be compensated to calculate an error value and monitored.

[0085] For example, in a situation where the delta gap is within the compensation range of -15° to +15°, the error value calculation unit (264) can calculate the error value by subtracting 30° from the delta gap when the delta gap is greater than +15°. Alternatively, when the delta gap is greater than +15°, the error value can be calculated by adding 30° to the delta gap.

[0086] As shown in Fig. 9, if the delta gap is 20°, an error value of -10° is calculated by subtracting 30° from 20°.

[0087] The error value calculated in this way is used to detect errors in calculating the absolute angle.

[0088] Figures 11 and 12 are diagrams showing absolute angles corresponding to error values.

[0089] As shown in P1 of Fig. 11, when the error value changes from -15° to +15°, a large error occurs when calculating the absolute angle. Also, as shown in Fig. 11, when the error value changes from +15° to -15°, a large error occurs when calculating the absolute angle.

[0090] Therefore, if there is a problem with the error value, it is necessary to warn the user without compensating the absolute angle.

[0091] The problem of error values ​​like this can be determined through the following process.

[0092] The detection unit (260) can generate a warning signal without compensating the absolute angle of the main gear (210) if the error value is greater than the first reference value.

[0093] As illustrated in FIGS. 3 and 4, the error value calculation unit (264) can calculate and store an error value when the vehicle is started. (S700) The error value calculation unit (264) can calculate an error value several times in order to calculate a stable error value under the vehicle starting conditions.

[0094] The error value calculation unit (264) can calculate an error value due to the driver's steering wheel operation while driving the vehicle. (S800)

[0095] The detection unit (260) determines whether the absolute value of the difference between the error value stored under the starting condition and the error value calculated under the driving condition is greater than the first reference value. (S900)

[0096] The detection unit (260) compensates for the absolute angle of the main gear (210) to calculate the absolute angle if the absolute value of the difference between the error value stored under the starting condition and the error value calculated under the driving condition is not greater than the first reference value (e.g., 25°) (S1000).

[0097] The detection unit (260) can generate a warning signal without compensating for the absolute angle of the main gear (210) if the absolute value of the difference between the error value stored under the starting condition and the error value calculated under the driving condition is greater than the first reference value (e.g., 25°). (S1100)

[0098] If the compensation range is 30° (e.g., -15° to +15°) and the first reference value is 25°, and the first reference value corresponds to 83% of the compensation range, and the absolute value of the difference between the error value under the starting condition and the error value under the driving condition is greater than 83% of the first reference value, it can be determined that a problem has occurred in the magnet or sensor unit (240) of the first gear (220) and the second gear (230), the first and second sub-gears (220, 230), or a large error has occurred when calculating the absolute angle due to an angular error of the first gear (220) or the second gear (230), a phase error of the first gear (220) and the second gear (230), or a misalignment of the starting point.

[0099] In this way, it is possible to detect abnormalities in the first gear (220) and second gear (230) or abnormalities in the sensor unit (240) or the magnets of the first and second sub-gears (220, 230) through error values.

[0100] Above, the absolute angle measurement method, sensing device, torque angle sensor and vehicle including the same according to a preferred embodiment of the present invention have been specifically examined with reference to the attached drawings.

[0101] The above description is merely an illustrative description of the technical idea of ​​the present invention, and those skilled in the art will appreciate that various modifications, changes, and substitutions may be made without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention and the accompanying drawings are not intended to limit the technical idea of ​​the present invention, but rather to explain it, and the scope of the technical idea of ​​the present invention is not limited by these embodiments and the accompanying drawings. The scope of protection of the present invention should be interpreted by the following claims, and all technical ideas within a scope equivalent thereto should be interpreted as being included in the scope of the rights of the present invention.

Claims

1. First sub gear meshing with the main gear; A second sub-gear meshing with the first sub-gear; A sensor unit for measuring the angle of the first sub-gear and the second sub-gear; It includes a detection unit that is connected to the above sensor unit and detects the absolute angle of the main gear, The above detection unit A calculation unit for calculating a reference delta value, which is an angular difference between the first sub-gear and the second sub-gear calculated based on a gear ratio; A measuring unit that obtains a measurement delta value, which is an angular difference between the first sub-gear and the second sub-gear, through the sensor; A compensation unit that compensates for the absolute angle of the main gear based on the delta gap between the reference delta value and the measured delta value; and It includes an error value calculation unit that calculates an error value for compensating the delta gap so that the delta gap is located within the compensation range, The above detection unit is a sensing device that generates a warning signal without compensating the absolute angle of the main gear if the error value is greater than the first reference value.

2. In paragraph 1, The above-mentioned calculating unit is a sensing device including an index calculating unit that calculates an index value using the corresponding reference delta value as a unit when one rotation of a reference sub-gear, which is one of the first sub-gear and the second sub-gear, is used as a reference.

3. In paragraph 2, The above compensation unit is a sensing device that increases the index value when the delta gap exceeds the second reference value, and decreases the index value when the delta gap is less than the third reference value.

4. In paragraph 3, The above compensation unit is a sensing device that increases the index value by one step when the delta gap exceeds the second reference value, and decreases the index value by one step when the delta gap is less than the third reference value.

5. In paragraph 3, A sensing device in which, if the delta gap exceeds the second reference value, the error value is a value obtained by subtracting the difference between the second reference value and the third reference value from the delta gap.

6. In paragraph 5, A sensing device in which, if the delta gap is less than the second reference value, the error value is a value obtained by adding the difference between the second reference value and the third reference value to the delta gap.

7. In paragraph 6, The above detection unit is a sensing device that generates a warning signal without compensating the absolute angle of the main gear if the difference between the error value in the starting condition and the error value in the driving condition is less than the first reference value.

8. In paragraph 1, A sensing device wherein the first reference value is smaller than the difference between the second reference value and the third reference value.

9. In paragraph 1, A sensing device wherein the range of the above reference delta value is between 0° and 360°.

10. In paragraph 1, The above compensation unit is a sensing device that increases the index value by one step when the delta gap exceeds the second reference value, and decreases the index value by one step when the delta gap between the reference delta value and the measured delta value is less than the third reference value.

11. In paragraph 1, The above detection unit is a sensing device that calculates an absolute angle compensated through the following mathematical expression 1. <Mathematical Formula 1> AA = RG *(360°* Ra)+(A / Ra) Here, AA is the absolute angle, RG is the index value, Ra is the gear ratio of the reference sub-gear, and A is the angle of the reference sub-gear.

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