Abstract:
A non contacting angular differential displacement torque sensor utilizes a split shaft with a connecting torsion bar with a pair of receive disks each with an intervening coupler disk carrying a conductive attenuating pattern where the inductive coupling between transmit and receive disks is individually attenuated in accordance with the angular position of the shaft on which the disks are mounted. The pair of receive disks which receive signals from a common transmitter have their angular difference taken and this is the actual torque on the shaft.

Description:
RELATED APPLICATION 
     This application is a continuation-in-part of application Ser. No. 09/527,088 filed Mar. 16, 2000, entitled “NON-CONTACTING TORQUE SENSOR” now abandoned and a continuation-in-part of a application Ser. No. 09/390,885, filed Sep. 7, 1999 entitled, “ANGULAR POSITION SENSOR WITH INDUCTIVE ATTENUATING COUPLER” and now U.S. Pat. No. 6,304,076. 
    
    
     INTRODUCTION 
     The present invention is directed to a non contacting torque sensor and specifically for a sensor that is especially useful for the steering columns of automobiles and other vehicles. 
     BACKGROUND OF THE INVENTION 
     The never-ending demand for higher efficiency and higher reliability in automobiles, and the advent of the electrical vehicle (EV), have collectively doomed power hungry devices such as the Power Steering Hydraulic Pump and the Air Conditioning compressor. The best replacement for the Hydraulic Pump at this time is an electric motor to directly assist the steering effort. The problem now lies with reliably sensing the driver-applied torque so as to know how much steering assist to add. This could be accomplished with potentiometers, but the limited life of the contacting wipers is unacceptable in this very critical application. Another possibility is the use of optical encoders. While this would also perform the function, it is prohibitively expensive (especially absolute optical encoders), and the use of the light source is discouraged due to reliability considerations. 
     There is already known a device for sensing angular position or rotation of a steering column, as disclosed in application Ser. No. 09/390,885, filed Sep. 7, 1999 entitled Angular Position Sensor With Inductive Attenuating Coupler assigned to the present assignee and now U.S. Pat. No. 6,304,076. This patent application is hereby incorporated by reference. 
     OBJECT AND SUMMARY OF THE INVENTION 
     It is a general object of the present invention to provide an improved torque sensor and one of the non contacting type. 
     In accordance with the above invention there is provided a non contacting torque sensor for a shaft having a torsion bar connecting two portions of the shaft comprising a transmit annular disk surrounding the shaft and fixed for non rotation. A pair of annular coupler disks are mounted for rotation with the shaft on opposite sides of the torsion bar. A pair of fixed receiver annular disks surround the shaft with the coupler disks between them, the pair of receiver disks receiving signals from the transmit disk through the coupler disks indicative of the rotation of the shaft. Means are provided for angularly comparing the signals from the pair of receive disks to provide a torque signal indicative of the angular differential displacement of the shaft portions. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side elevation view of a sensor incorporating the present invention. 
     FIG. 2 is a plan view of portions of FIG.  1 . 
     FIG. 3 is a plan view of another portion of FIG.  1 . 
     FIG. 4 is a simplified circuit schematic incorporating FIGS. 1,  2  and  3  illustrating the present invention. 
     FIG. 5 is a more detailed schematic of a portion of FIG.  4 . 
     FIG. 6 is a more detailed circuit schematic of a portion of FIG.  4 . 
     FIG. 7 is a circuit schematic of an OR gate of FIG. 7 along with an explanatory table. 
     FIG. 8 is a characteristic curve along with explanatory timing diagram wave forms illustrating the operation of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring now to FIG. 1 the axis  10  includes a shaft divided into a first portion  11   a  and a second portion  11   b  connected by a torsion bar  12 . The shaft in the preferred embodiment would be driven by a nominally represented steering wheel  13 . Mounted for rotation with and fixed to shaft portion  11   a  is a coupler disk C 2 . On shaft portion  11   b,  there is mounted a coupler disk C 1  and also C′. All of these are represented as coupler disk C illustrated in FIG.  3 . It is a disk made of insulating material such as plastic and includes a crescent-shaped symmetrical conductive pattern  14 . The pattern and its use is discussed in the above co-pending patent application. All of the coupler disks are essentially identical. However, coupler disk C′ is coupled to shaft portion  11   b  with a reduction gear (not specifically shown) with a 1:5 gear reduction. Thus in the case of a steering column of an automobile which may have a so-called lock to lock turn rotational distance of 2.25 turns, this gear reduction provides for a effective rotation of less than 360°. The output of this portion of the sensor that is C′, TX′ and RX′ provides a measure of the angular rotation of the shaft in accordance with the above-mentioned patent application. 
     Fixed to a base  15 , also in the form of an annular disk in relation to shafts  11   a  and  11   b  are transmit and receive disks RX 1 , RX 2 , TX, RX 1 ′ and TX′. All are illustrated in FIG.  2 . All of the disks consist of six spiral loop antenna patterns designated  1  through  6  which are segmentally arranged in a circular pattern around the disk and circling the disk for a full 360°. Thus each coil in the form of a spiral loop antenna has been deformed to provide a 60° segment. The above patent application describes this in greater detail. 
     FIG. 5 is a circuit diagram indicating how the receiver and transmit coils on disks RX and TX, the respective coils being labeled T 1 -T 6 , R 1 -R 6  are inductively coupled to each other. This inductance is attenuated by either the couplers C 1  or C 2  or C′. An oscillator or signal source  17  supplies a signal, F c , to the coils of the transmit disk TX. Since the coupler disk will interrupt and attenuate the signal amplitudes based on the coupler pattern with respect to the position of each receiver coil, six different amplitude signals are simultaneously generated at any one angular position of the coupler. These are demodulated in the mixer  16  by six different local oscillator signals L 01 -L 06  which are shifted in phase from one another by 60°. They are then summed as will be explained below, to produce an instantaneous sinusoidal wave form, the phase of the wave form being proportional to the coupler&#39;s rotational position. Thus, by sensing the sequence of phase shifts, the rotation or angular position of the shaft can be measured as discussed in the above co-pending application. In addition, as will be discussed below, along with this rotational measurement, if a pair of measurements are taken on opposite sides of a torsion bar, the two output signals will indicate the same approximate degree of rotation, but with any phase difference being a measure of angular differential displacement of the two portions of the shaft. 
     FIG. 4 illustrates this in complete detail, which shows the various receivers, transmitters and couplers RX, TX and C. These are driven in a manner as in FIG. 5, by a 1 Mhz crystal oscillator  17  which drives a digital wave form generator  41 . It&#39;s six output lines designated L 01 -L 06  provide the six local oscillator signals which are shifted in phase from one another by 60°. These drive the six mixers  16  which are summed at summing amplifier A 1 . A low pass filter amplifier A 2  drives a comparator A 3  which turns the sinusoidal wave into a square wave X 2  to drive a pulse width modulating generator  43  to provide on output line  44  a pulse width modulated (PWM) angular position output signal. When X 2  is compared with a 0° reference signal on line  45 , the PWM angular position signal results. This is all discussed in the above pending patent application where the PWM generator is an RS flip flop. An analog output is also derived from a filter  46 . This is all from the X 2  output side from the RX 2  receive disk. 
     For the RX 1  receive disk there is a similar mixer unit  16 ′, low pass filter A 2 ′ and comparator A 3 ′ to produce an X 1  square wave related to the position of the shaft. 
     The X 2  square wave is shifted 90° by a 90° phase shifter  52 , both for preventing cross-over ambiguity at a 0° rotational position (where one coupler may be at 355° and the other at +5°) and at the same time to provide a simplified computational technique for clockwise and counter-clockwise (right and left) torque on the steering wheel. A 90° shift is preferred, but some other phase shift would work equally as well, for example 60°. The angular comparator  51  is illustrated in FIG. 7 as an exclusive OR gate with the X 1  and X 2  inputs and operating in a manner so that only when there is a differential input is there an output, which is typical of exclusive OR gates. The output of this OR gate is filtered at  53  to provide a analog torque signal which may drive, for example, the electric steering motor of an automobile or other appropriate actuator device. 
     In summary, the torque signal is provided by and is proportional to the differential phase shift between X 1  and X 2 . This is, of course, as discussed above a measure of the angular differential displacement of the two portions of the shaft. 
     The digital waveform generator  41  of FIG. 4 is shown in greater detail in FIG. 6 where a divide by M Unit  48  provides 60° phase shifted signals F m  which drive the respective mixers  47   a - 47   f  which also have the F c  signal source as input to provide the final output signals. 
     FIG. 8 illustrates the operation of the invention by a characteristic curve where at 0 torque the X 1  and X 2  signals are exactly phase shifted 90° (by 90° phase shifter  52 ) to produce an output waveform having a 50% duty cycle at zero torque. If the phase shift were different, for example 60°, then this would be a slightly different duty cycle. However, it is believed that the 90° phase shift providing the 50% duty cycle aptly and simply allows the electrical circuitry to provide a left and right torque in an efficient manner. In other words, the 90° phase shift causes the signal X 1  to fall in the center of X 2  at zero torque. For example, for torque right the associated waveforms show that the X 2  square wave is shifted toward X 1  from 50% down to 0%, the proportion of the shift or that duty cycle is indicated by the waveform T 1 , as 30% (for example) to provide a linear indication of torque. Similarly for the torque left, the T 2  curve is the result of the leading or lagging of X 2  relative to X 1  where the duty cycle is shown as 70% but may vary, of course, from 50% to 100% in a linear manner to illustrate the left-handed or counter-clockwise torque. Thus, the duty cycle or torque signal varies in a manner proportionate to the lead or lag of the two couplers. A typical differential angular displacement range of a drive shaft is ±8° to ±12°. Thus the X 1  and X 2  signals would never cross over at the 180° point. Since the two receiver units RX 1  and RX 2  share the common transmitter, TX, there is very little error in the measurement process. 
     As an alternative to the duty cycle and square wave comparison of X 1  and X 2 , as illustrated in FIG. 4, is an analog angle comparison of analog output  46  with a similar analog output (not shown) of processed signal X 1 . But, without extensive signal processing, it would suffer greatly during the ambiguous transitioning period from 359° to 0°, where one is 359°, and the other is perhaps 3°. The elegant solution was to simply compare X 1  and X 2  square waves so that there never is any transition. However, in some applications an analog comparison may be feasible. 
     The foregoing technique of FIG. 8 may also be mathematically proved by realizing that each RX 1  and RX 2  receive signals that have both a rotational component ω and an angular displacement component θ. Assume that the RX 1  output has an angular position θ a  and the RX 2  output has an angular position θ b  with reference to 0°. 
     Then the respective intermediate frequency (IF) signals X 1  and X 2  are: 
     
       
           X   1 = IF   1 =½ A  cos(ω o   t−θ   a )  (1) 
       
     
     
       
           X   2 = IF   2 =½ A  cos(ω o   t−θ   b )  (2) 
       
     
     
       
           IF=IF   1   −IF   2 =½ A [cos(ω o   t−θ   a )−cos(ω o   t−θ   b ]  (3) 
       
     
       IF= ½ A (cos ω o   t  cos θ a +sin ω o   t  sin θ a −cos ω o   t  cos θ b −sin ω o   t  sin θ b )]=½ A [cos ω o   t (cos θ a −cos θ b )+sin ω o   t (sin θ a −sin θ b )]  (4) 
     Let 
     
       
         sin Φ=sin θ a −sin θ b   
       
     
     and 
     
       
         cos Φ=cos θ a −cos θ b   (5) 
       
     
     Then (4) becomes, 
     
       
           IF= ½ A (cos ω o   t  cos Φ+sin ω o   t  sin Φ)  (6) 
       
     
     Equation (6) reduces to 
     
       
           IF= ½ A  cos(ω o   t −Φ)  (7) 
       
     
     where: 
     
       
         Φ=tan −1 [(sin θ a −sin θ b )/(cos θ a −cos θ b )]=torque component 
       
     
     Thus the present invention provides a true non-contacting differential angular displacement (torque) sensor.