Patent ID: 12187294

DETAILED DESCRIPTION OF THE INVENTION

Several preferred embodiments of the invention are described for illustrative purposes, it being understood that the invention may be embodied in other forms not specifically shown in the drawings. The figures herein are provided for exemplary purposes and are not drawn to scale.

Apparatus

Turning now toFIG.3A, shown therein is a schematic, perspective view drawing of some of the mechanical components of a rear differential apparatus302for use in a vehicle (not shown). The arrangement of components of the rear differential apparatus302generally also applies to a front differential apparatus in a vehicle adapted for all-wheel drive. As shown, the rear differential apparatus302includes all or a portion of a power transmission shaft304, which includes a drive pinion gear306: a crown gear wheel308: a bevel gear310, portions of a left rear half-shaft axle312, and portions of a right rear half-shaft axle314.

The power transmission shaft304is a shaft having a length and diameter and made from a material or materials suitable for a particular vehicle application. It may be formed of a homogeneous material or may be formed of a mixture of materials. The power transmission shaft304may be completely solid, or may be partially hollow. The power transmission shaft304is used to transfer power generated by the vehicle's engine or motor (not shown) to other components of the rear differential apparatus302, by applying torque, T(shaft) to the shaft304at its proximate end (the end closest to the power source). That torque is then conveyed along the shaft to its distal end shown in the figure.

The pinion gear306is locate at the distal end of the power transmission shaft304and is used to engage with the crown gear wheel308. The crown gear wheel308is connected to one end of the left rear half-shaft axle312. The other end (not shown) of the left rear half-shaft axle312is mechanically operatively connected (e.g., bolted, welded, screwed, adhered, pinned, or other means) to its corresponding wheel (also not shown), which in this case is the left rear wheel of the vehicle.

The crown gear wheel308may be completely solid, or it may be partially hollow. The crown gear wheel308may be formed of a homogeneous material or may be formed of a mixture of materials. The crown gear wheel308engages with the bevel gear310.

The bevel gear310is mechanically operatively connected to one end of the right rear half-shaft axle314. The other end of the right rear half-shaft axle314is mechanically operatively connected to its corresponding wheel (not shown), which is this case is the right rear wheel of the vehicle.

A shaft-type primary non-contact torque sensor316, having one or more of the features and aspects described above, suitably modified for a particular application, may be used. Specifically, the torque sensor316may include a transducer portion having one or more axially distinct, magnetically contiguous, oppositely circumferentially polarized bands or regions8,10solely defining the magnetically active or transducer region of the shafts, along with one or more magnetic field vector sensors (shown inFIG.2A, as a non-limiting example).

The torque sensor316may be positioned at the distal end of the power transmission shaft304close to the pinion gear306, as approximately shown, or at other locations closer or farther away than the location shown. Additional, similar (or structurally different but functionally the same) primary non-contact torque sensors318,320may be positioned on the right rear and left rear half-shaft axles312,314, respectively, approximately where shown, or at other locations on the half-shafts. In some instances, only the torque sensor316may be part of the rear differential apparatus302. In other instances, only the torque sensors318,320may be part of the rear differential apparatus302. In some cases, all three may be included, but only the torque sensor316, or the torque sensors318,320, may be operational in ordinary use of the rear differential apparatus302.

In the configuration shown, a torque applied to the power transmission shaft304may be split and converted into an applied torque on the left- and right rear half-shaft axles312,314, which are mechanically operatively connected to the left and right rear wheels. The torque outputted to each of the half-shaft axles312,314may be related to the torque inputted to the differential using the following general relationship:
T316=1/εd×(T318+T320)  (2)

Here, T316is the measured applied torque provided by the power transmission shaft304at the location of the torque sensor316, T318is the measured applied torque on the right rear half-shaft axle314at the location of the torque sensor318, T320is the measured applied torque on the left rear half-shaft axle312at the location of the torque sensor320, and εdrepresents mechanical inefficiencies at the differential (which may include thermal changes due to material interactions between gears, deformation, slippage, and other losses).

All or some of the torque sensors shown may be located within or outside of a differential housing322(represented schematically as a box inFIG.3A). Additional torque sensors could also be positioned at locations closer to the wheels and at other locations along the power transmission shaft304as needed to improve the ability to accurately measure and assess torque at the wheels and other locations without the need to resort to estimations of efficiency and other factors related to the delivery of power (produced by the vehicle's motor or engine) to the drive wheels.

The magnetoelastically active region of each of the torque sensors316,318,320may include one or more magnetically conditioned bands or regions8,10formed by magnetically conditioning a contiguous, axial-extending portions of the power transmission shaft304, the left rear half-shaft axle312, and/or the right rear half-shaft axle314, approximately where shown. The actual placement of the magnetically conditioned bands or regions8,10may be determined by physical space, temperature, environment, and other considerations. The conditioned bands or regions8,10may be formed prior to the shafts being installed in the vehicle by, for example, subjecting the portions to a strong permanent magnet oriented in such a way as to endow the portions with a magnetization in a generally circumferential direction or in alternating different circumferential directions (as best seen inFIG.2A, regions8,10). One, two, three, or more such conditioned regions may be included as part of the magnetoelastically active transducer portions of the shafts. In some applications, these regions may be formed of a polycrystalline material. In one aspect, the portions of the shafts magnetically endowed may be of a polycrystalline material having cubic symmetry and sufficient coercivity (e.g., greater than 15 Oersted (Oe)), generally exhibiting randomly-oriented dipoles prior to magnetization.

Each of the torque sensors316,318,320may have one or more magnetic field vector sensors. For example, the torque sensor316may be equipped with magnetic field sensors316-1and316-2arranged circumferentially at the same axial location on the power transmission shaft304where it has been magnetically conditioned, each sensor separated by a 180-degree azimuth angle (i.e., on opposite sides of the power transmission shaft304at the magnetically conditioned band or region8). Additional magnetic field sensors316-3,316-4, etc. (not shown) may also be used at the same axial location, each sensor separated by an equal azimuth angle (e.g., 90-degrees, in the case of four magnetic field sensors). Still more magnetic field sensors may be positioned at a different axial position corresponding to a different conditioned band or region10of the magnetoelastically active region of the shaft, each one arranged circumferentially and separated by a specific azimuth angle.

Similarly, the torque sensor318arranged on the right rear half-shaft314may be equipped with magnetic field sensors318-1and318-2arranged circumferentially at the same axial location on the right rear half-shaft314where the shaft has been magnetically conditioned, each sensor separated by a 180-degree azimuth angle. Additional magnetic field sensors318-3,318-4, etc. (not shown) may also be used, each sensor separated by an equal azimuth angle (e.g., 90-degrees, in the case of four magnetic field sensors). More magnetic field sensors may be positioned at a different axial position corresponding to magnetically conditioned band or region10of the magnetoelastically active region of the right rear half-shaft314, each sensor also arranged circumferentially and separated by a specific azimuth angle.

Similarly, the torque sensor320may also be equipped with magnetic field sensors320-1and320-2arranged circumferentially at the same axial location on the left rear half-shaft312where the shaft has been magnetically conditioned, each sensor separated by a 180-degree azimuth angle. Additional magnetic field sensors320-3,320-4, etc. (not shown) may also be used, each sensor separated by an equal azimuth angle (e.g., 90-degrees, in the case of four magnetic field sensors). More magnetic field sensors may be positioned at a different axial position corresponding to magnetically conditioned band or region10of the magnetoelastically active region of the left rear half-shaft312, each sensor also arranged circumferentially and separated by a specific azimuth angle.

Each magnetic field sensor is arranged so as to sense the magnitude and polarity of the magnetic field arising from the magnetically conditioned bands or regions8,10in the space about the transducer as a result of the reorientation of the polarized magnetization from the quiescent circumferential direction to a more or less steep helical direction upon application of a torque. The magnetic field sensors provide a signal output reflecting the magnitude of the torque.

Each of the magnetic field sensors may be an integrated circuit Hall effect sensor. Each magnetic field sensor may be connected by a electrical lead or wire24(as shown inFIG.2A) to a source of electrical current (for providing voltage to the magnetic field sensor components), and may transmit the signal output of the magnetic field sensor to a receiving device (not shown), such as an electronic control unit, which may include a monitoring circuit, a signal conditioning circuit, an amplification circuit, or another circuit.

In addition to the primary magnetic field sensors316,318,320, one or more secondary magnetic field sensors (not shown) may be used to assess the effects of a near- or far-field source on the output signals from the torque sensors316,318,320. For example, one or more secondary magnetic field sensors may be located axially distant from the left and right boundaries of each of respective magnetoelastically active regions so as to detect the presence of near- and far-field sources at the locations of the torque sensors316,318,320.

Non-contact torque sensors of the magnetoelastic and magnetostrictive type as shown for use with rotating shafts or disk-shaped members are available from Methode Electronics, Inc. (Chicago, Illinois) and are depicted and described in the following: U.S. Pat. Nos. 4,896,544, 5,351,555, 5,520,059, 6,047,605, 6,145,387, 6,260,423, and 6,553,847 to Garshelis (among others): U.S. Pat. No. 6,513,395 to Jones: U.S. Pat. No. 8,779,306 to Lee; and U.S. Pat. Nos. 9,151,686, 9,683,906, 10,488,278, and 10,151,652 to Gießibl (among others), all of which are incorporated by reference herein in their entirety.

In another exemplary configuration, shown inFIG.3B, the crown gear wheel308may include a disk-type primary non-contact torque sensor322, having one or more of the features and aspects described above in connection withFIG.2B. Specifically, the torque sensor322may include a magnetoelastically active region340that is magnetostrictive such that the orientation of magnetic field lines in the magnetoelastically active region340may be altered by the stresses associated with applied torque (e.g., a torque applied due to the engagement of the pinion gear306portion of the power transmission shaft304and the gear portion309of the crown gear wheel308).

The magnetoelastically active region340may be flat (or have the same contour as the portion of the crown gear when308to which it is a part), and comprises at least two radially distinct, annular, oppositely polarized magnetically conditioned bands or regions342,344, defining the magnetoelastically active region340of the torque sensor322. The bands or regions342,344may be of variable thickness in cross-section from the center of the crown gear wheel308to its outer edge, and variable width in the radial direction.

The torque sensor322may have one or more magnetic field vector sensors. For example, the torque sensor322may be equipped with magnetic field sensors322-1and322-2arranged circumferentially at the same radial distance from the axis of rotation of the crown gear wheel and above the surface of the conditioned band or region342on the crown gear wheel308where it has been magnetically conditioned, each magnetic field sensor separated by a specific azimuth angle. Additional magnetic field sensors may also be used at the same radial location, each sensor separated by an equal azimuth angle (e.g., 90-degrees, in the case of four magnetic field sensors). Still more magnetic field sensors may be positioned at a different axial position corresponding to the other conditioned band or region344of the magnetoelastically active region340, each one arranged circumferentially and separated by a specific azimuth angle.

In some instances, only the torque sensor322may be part of the rear differential apparatus302. In other instances, some or all of the torque sensors316,318,320may also be part of the rear differential apparatus302. In some cases, different combinations of the four torque sensors may be included, and only some may be operational in ordinary use of the rear differential apparatus302.

Turning toFIG.4, shown therein is a partial schematic diagram of multiple torque sensor devices used in connection with a rear differential apparatus402for a vehicle. Similar to the arrangement described above inFIG.3A, the rear differential apparatus402encompasses a portion of a power transmission shaft404, which includes a drive pinion gear406at its distal end: a crown gear wheel408: a bevel gear410: a connecting end portion of a left rear half-shaft axle (not shown); and a connecting end portion of a right rear half-shaft axle414.

The right rear half-shaft axle414consists of a wheel hub connecting end416, a shaft418, a rear differential connecting end420, and inner and outer constant velocity (CV) joints422,424. As shown, the hub end portion of the axle416may include a torque sensor426, and the differential end portion of the axle420may include a torque sensor430. In some instances, both torque sensors426,430may be included with the right rear half-shaft axle414, and one or both may be made operational during normal use.

Each of the torque sensors426,430may be endowed with magnetically conditioned regions of the type described above, each having one, two, three, or more magnetically conditioned bands or regions (not shown) that exhibit an external field arising, as a result of the applied torque to the right rear half-shaft axle414, in the space above the magnetically conditioned bands or regions.

Each of the torque sensors426,430may include one or more magnetic field vector sensors as generally shown and described above to sense the magnitude and polarity of the aforementioned external field and provide a signal output reflecting the magnitude and direction of the applied torque. Magnetic field sensors may include a pair of oppositely connected sensing coils for measuring a difference signal resulting from the external magnetic fluxes of the polarized bands of the magnetically conditioned bands or regions.

For example, the torque sensor426may be equipped with magnetic field sensors426-1and426-2arranged circumferentially at the same radial distance from the axis of rotation of the wheel hub connecting end416and above the surface of the magnetically conditioned band or region of the wheel hub connecting end416where it has been magnetically conditioned. Each magnetic field sensor426-1,426-2may be separated by a specific azimuth angle, such as 180-degrees. Additional magnetic field sensors may also be used at the same radial location, each sensor separated by an equal azimuth angle (e.g., 90-degrees, in the case of four magnetic field sensors). Still more magnetic field sensors may be positioned at a different axial position corresponding to the other conditioned bands or regions of the magnetoelastically active region, each one arranged circumferentially and separated by a specific azimuth angle.

Similarly, the torque sensor430may be equipped with magnetic field sensors arranged circumferentially at the same radial distance from the axis of rotation of the rear differential connecting end420and above the surface of the magnetically conditioned band or region of the rear differential connecting end420where it has been magnetically conditioned. Each magnetic field sensor (not shown) may be separated by a specific azimuth angle, such as 90-degrees (in the case of four magnetic field sensors) or 180-degrees (in the case of two magnetic field sensors). Still more magnetic field sensors may be positioned at a different axial position corresponding to the other conditioned bands or regions of the magnetoelastically active region, each one arranged circumferentially and separated by a specific azimuth angle.

In the configuration shown, the torque provided by the power transmission shaft304will be transferred in part and applied to the rear differential connecting end420of the right rear half-shaft axle414, which will be applied to the inner CV joint422, then to the shaft418, then to the outer CV joint424, and finally to the wheel hub connecting end416(and finally to the right rear wheel). The torque measured by the torque sensors426,430may be related as shown generally below, taking into account losses including mechanical inefficiencies at the CV joints (εcv):
T430=f×T316  (3)
T426=1/εcv×T430  (4)

Here, T316is the measured applied torque provided by the power transmission shaft304at the location of the torque sensor316(seeFIG.3A), T430is the measured applied torque on the rear differential connecting end420at the location of the torque sensor430, f is the fraction of torque transferred to the right rear half-shaft414at the differential (e.g., 0) % to 100%), T426is the measured applied torque on the wheel hub connecting end416at the location of the torque sensor426, and εcvrepresents mechanical inefficiencies at the CV joints (which may include thermal changes due to material interactions, deformation, slippage, and other).

In another aspect, the crown gear wheel408may be endowed on its outer peripheral surface with a magnetically conditioned region440, which may consist of one or more bands or regions that have been polarized in generally alternating circumferential directions. Corresponding non-contact magnetic field vector sensors440-1,440-2. . .440-n(where440-nrepresents the n-th desired number of magnetic field sensors) may be positioned around the magnetically conditioned region440at various substantially equal azimuth angles near each of the polarized bands or regions in a manner similar to that as described above.

Turning toFIG.5, shown therein is a schematic of another half-shaft axle apparatus502for a vehicle. In this embodiment, the half-shaft axle502consists of a wheel hub connecting portion504, an outer CV or other type of joint506(in this case, surrounded by a protective flexible boot), a shaft508, and a differential connecting portion510.

As shown, a portion of the axle shaft near the wheel hub connecting portion504may include a torque sensor514, and a portion of the shaft near the differential connecting portion510may include a torque sensor512. In some instances, both torque sensors512,514may be included with the half-shaft axle502, and one or both may be made operational during normal use. As described above, each torque sensor512,514may be endowed with magnetically conditioned regions, each of which may consist of one or more bands or regions that have been polarized in generally alternating circumferential directions.

As also shown, corresponding non-contact magnetic field vector sensors512-1,512-2, . . .512-nmay be positioned at a particular axial position and circumferentially spaced around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor512to measure an external magnetic flux from the polarized bands or regions upon application of a torque. Similarly, non-contact magnetic field vector sensors514-1,514-2, . . .514-nmay be positioned around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor514(where, again, n represents the desired number of magnetic field sensors).

In the configuration shown, the torque provided by a power transmission shaft (which may be the power transmission shaft304or a front wheel drive power transmission shaft) will be transferred in part and applied to the a differential connecting portion510of the half-shaft axle apparatus502, which will be applied to the shaft508, then to the outer CV joint506, and finally to the wheel hub connecting portion504(and finally to the wheel). The torque measured by the torque sensors512,514may be related as shown generally below, taking into account losses including mechanical inefficiencies at the CV joint (εcv):
T510=f×T-input  (5)
T514=1/εcv×T512  (6)

Here, T-input is the applied torque provided by the power transmission shaft as measured at the location of a nearest torque sensor on the shaft, T512is the measured applied torque on the differential connecting portion510at the location of the torque sensor512, f is the fraction of torque transferred to the half-shaft axle apparatus502at the differential (e.g., 0% to 100%), T514is the measured applied torque on the wheel hub connecting portion504at the location of the torque sensor514, and εcvrepresents mechanical inefficiencies of the kind described above, that arise from the CV joint.

Turning toFIG.6, shown therein is a schematic of another half-shaft axle apparatus602for a vehicle. In this embodiment, the half-shaft axle602consists of a wheel hub connecting portion604, an outer CV or other type of joint606(including protective flexible boot), a shaft608, an inner CV or other type of joint616, and a differential connecting portion610.

As shown, a portion of the axle shaft near the wheel hub connecting portion604may include a torque sensor614, and a portion of the shaft near the differential connecting portion610may include a torque sensor612. In some instances, both torque sensors612,614may be included with the half-shaft axle602, and one or both may be made operational during normal use. As described above, each torque sensor612,614may be endowed with magnetically conditioned regions, each of which may consist of one or more bands or regions that have been polarized in generally alternating circumferential directions.

Corresponding non-contact magnetic field vector sensors612-1,612-2, . . .612-nmay be positioned around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor612. Similarly, non-contact magnetic field vector sensors614-1,614-2, . . .614-nmay be positioned around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor614(where, again, n represents the desired number of magnetic field sensors).

In the configuration shown, the torque provided by the power transmission shaft (which may be the power transmission shaft304or a front wheel drive power transmission shaft) will be transferred in part and applied to the a differential connecting portion610of the half-shaft axle apparatus602, which will be applied to the inner CV joint616, and then to the shaft608, and then to the outer CV joint606, and finally to the wheel hub connecting portion604(and finally to the wheel). The torque measured by the torque sensors612,614may be related as shown generally below, taking into account losses as previously described:
T610=f×T-input  (7)
T614=1/εcvλT612  (8)

Here, T-input is the applied torque provided by the power transmission shaft as measured at the location of a nearest torque sensor, T612is the measured applied torque on the differential connecting portion610at the location of the torque sensor612, f is the fraction of torque transferred to the half-shaft axle apparatus602at the differential (e.g., 0% to 100%), T614is the measured applied torque on the wheel hub connecting portion604at the location of the torque sensor614, and εcvrepresents total or combined mechanical inefficiencies at the CV joints.

Turning toFIG.7, shown therein is a schematic of another half-shaft axle apparatus702for a vehicle. In this embodiment, the half-shaft axle702consists of a wheel hub connecting portion704, an outer CV or other type of joint706(including protective flexible boot), a shaft708, a U-joint716, and a differential connecting portion710.

As shown, a portion of the axle shaft near the wheel hub connecting portion704may include a torque sensor714, and a portion of the shaft near the differential connecting portion710may include a torque sensor712. In some instances, both torque sensors712,714may be included with the half-shaft axle702, and one or both may be made operational during normal use. As described above, each torque sensor712,714may be endowed with magnetically conditioned regions, each of which may consist of one or more bands or regions that have been polarized in generally alternating circumferential directions as previously described. Corresponding non-contact magnetic field vector sensors712-1,712-2, . . .712-nmay be positioned around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor712. Similarly, non-contact magnetic field vector sensors714-1,714-2, . . .714-nmay be positioned around the magnetically conditioned region at various substantially equal azimuth angles near each of the polarized bands or regions of the torque sensor714(again, n represents the desired number of magnetic field sensors).

In the configuration shown, the torque provided by the power transmission shaft (which may be the power transmission shaft304or a front wheel drive power transmission shaft) will be transferred in part and applied to the a differential connecting portion710of the half-shaft axle apparatus702, which will be applied to the U-joint716, and then to the shaft708, and then to the inner CV joint706, and finally to the wheel hub connecting portion704(and finally to the wheel). The torque measured by the torque sensors712,714may be related as shown generally below, taking into account losses as previously described:
T710=f×T-input  (9)
T714=1/εcv×T712  (10)

Here, T-input is the applied torque provided by the power transmission shaft as measured at the location of a nearest torque sensor, T712is the measured applied torque on the differential connecting portion710at the location of the torque sensor712, f is the fraction of torque transferred to the half-shaft axle apparatus702at the differential (e.g., 0% to 100%), T714is the measured applied torque on the wheel hub connecting portion704at the location of the torque sensor714, and εcvrepresents total or combined mechanical inefficiencies at the CV and U joints.

Turning toFIG.8, shown therein is a schematic, cross-sectional, perspective view drawing of a transfer case apparatus802for a vehicle, which includes a portion of a power transmission shaft804within a transfer case housing806.

The portion of the power transmission shaft804shown may be solid or partially hollow and have a diameter, D), of approximately 30 mm. The shaft804may include a torque sensor808consisting of a portion of the power transmission shaft804that has been endowed with a magnetically conditioned region810integral to a portion of the shaft extending circumferentially around the shaft and into the shaft a distance radially from the surface forming a transducer portion of generally uniform thickness, d. The magnetically conditioned region810may be made in a portion of the power transmission shaft that is a ferromagnetic material, including carbon steel, and may include one, two, three or more alternating circumferentially-directed polarized bands or regions (only two bands are shown, which are substantially circumferentially polarized in the directions approximately shown by the arrows).

Corresponding non-contact magnetic field vector sensors812-1,812-2. . .812-n(only two shown) may be arranged at the same axial position circumferentially around one of the polarized bands or regions at various substantially equal azimuth angles (e.g., a pair of two sensors would be arranged at 180-degree azimuth angles). Similarly, non-contact magnetic field vector sensors814-1,814-2. . .814-n(only two shown) may be arranged at a different axial position than the magnetic field sensors812, and circumferentially around the other one of the polarized bands or regions and at various substantially equal azimuth angles.

Each group of magnetic field sensors812,814is generally oriented in pairs to detect the magnetic field created when an applied torque on the power transmission shaft804causes and external magnetic flux to arise from the magnetically conditioned region810. The magnetic field sensor pairs have their sensing directions arranged to determine the direction of rotation of the power transmission shaft804and the magnitude of the torque applied to the shaft. Additional secondary magnetic field sensors (not shown) may be used in addition to the magnetic field sensors812,814to improve signal processing (e.g., to account for magnetic noise, such as near and far field ambient magnetic fields, that may be present in the output signals from the individual magnetic field sensors812,814).

The transfer case housing806is preferably made of a material such as aluminum having low permeability with regard to the magnetic flux emanating from the magnetically conditioned region810when a torque is applied to the power transmission shaft804. The available space within the transfer case housing806may vary between vehicle makes and models, but should be large enough to accommodate the magnetic field sensors812,814(and secondary sensors). The void space inside the transfer case housing806may be filled or partially filled with unpressurized hydraulic oil.

As shown, the small space surrounding the power transmission shaft804may be as small as approximately 10 mm, but this is generally sufficient for operation of the magnetic field sensors812,814and secondary magnetic field sensors.

Turning toFIG.9, shown therein is a schematic, cross-sectional, perspective view drawing of another exemplary transfer case apparatus902for a vehicle, which includes a portion of a power transmission shaft904within a transfer case housing906.

As in the embodiment described above, the portion of the power transmission shaft904shown may be solid or partially hollow and have a diameter, D), of approximately 30 mm. The shaft904may include a torque sensor908consisting of a portion of the power transmission shaft904that has been endowed with a magnetically conditioned region910integral to a portion of the shaft extending circumferentially around the shaft and into the shaft a distance radially from the surface forming a transducer portion of generally uniform thickness, d. The magnetically conditioned region910may be made in a portion of the power transmission shaft that is a ferromagnetic material, including carbon steel, and may include one, two, three or more alternating circumferentially-directed polarized bands or regions (in this example three bands are used, which are substantially circumferentially polarized in the directions approximately shown by the arrows).

Corresponding non-contact magnetic field vector sensors912-1,912-2. . .912-n(only two shown) may be arranged at the same axial position circumferentially around one of the polarized bands or regions at various substantially equal azimuth angles (e.g., a pair of two sensors would be arranged at 180-degree azimuth angles). Similarly, non-contact magnetic field vector sensors914-1,914-2. . .914-n(only two shown) may be arranged at a different axial position than the magnetic field sensors912, and circumferentially around another one of the polarized bands or regions and at various substantially equal azimuth angles. In the embodiment shown, a third set of non-contact magnetic field vector sensors916-1,916-2. . .916-n(only two shown) may be arranged at a different axial position than the magnetic field sensors912,914and circumferentially around the other one of the polarized bands or regions and at various substantially equal azimuth angles.

Each group of magnetic field sensors912,914,916is generally oriented in pairs to detect the magnetic field created when an applied torque on the power transmission shaft904causes an external magnetic flux to arise from the magnetically conditioned region910. The magnetic field sensor pairs have their sensing directions arranged to determine the direction of rotation of the power transmission shaft904and the magnitude of the torque applied to the shaft. Additional secondary magnetic field sensors (not shown) may be used in addition to the magnetic field sensors912,914,916to improve signal processing (e.g., to account for magnetic noise, such as near and far field ambient magnetic fields, that may be present in the output signals from the individual magnetic field sensors912,914,916).

As in the previous embodiment, the transfer case housing906is preferably made of a material such as aluminum having low permeability with regard to the magnetic flux emanating from the magnetically conditioned region910when a torque is applied to the power transmission shaft904. The available space within the transfer case housing906may vary between vehicle makes and models, but should be large enough to accommodate the magnetic field sensors912,914,916(and secondary sensors). The void space inside the transfer case housing906may be filled or partially filled with unpressurized hydraulic oil.

Turning toFIG.10, shown therein is a schematic, cross-sectional view of a torque sensor1002(as generally indicated by the broken line box) of a transmission drive plate1004for a vehicle. As shown, the transmission drive plate1004may include a magnetically conditioned region1006in the form of two radial-extending annular magnetically polarized ring-shaped regions or bands1006-1,1006-2. The outer magnetically polarized region or band1006-1includes associated magnetic field vector sensors sensor pairs1008-1,1008-4, and the inner magnetically polarized region or band1006-2includes associated magnetic field vector sensor pairs1008-2,1008-3. Each pair of sensors together may provide a measure of the torque (magnitude and direction) that may be applied by the transmission drive plate1004to, for example, a power transmission shaft1010.

Turning toFIG.11, shown therein is an alternative arrangement of the apparatus ofFIG.10in which the power transmission shaft1010is extended along its longitudinal axis to permit a portion of the power transmission shaft1010(or a portion of the shaft) or a housing around the power transmission shaft1010to be equipped with a torque sensor1102, which may be endowed with a magnetically conditioned region1104having three axially extending, circumferentially directed, magnetically polarized regions or bands1106,1108,1010as described above. Each magnetically polarized regions or bands1104,1106,1008is associated with a pair (or more) of magnetic field vector sensors.

Corresponding non-contact magnetic field vector sensors1112-1,1112-2. . .1112-n(only two shown) may be arranged at the same axial position circumferentially around one of the polarized regions or bands at various substantially equal azimuth angles (e.g., a pair of sensors would be arranged at 180-degree azimuth angles). Similarly, non-contact magnetic field vector sensors1114-1,1114-2. . .1114-n(only two shown) may be arranged at a different axial position than the magnetic field sensors1112, and circumferentially around another one of the polarized regions or bands and at various substantially equal azimuth angles. In the embodiment shown, a third set of non-contact magnetic field vector sensors1116-1,1116-2. . .1116-n(only two shown) may be arranged at a different axial position than the magnetic field sensors1112,1114and circumferentially around the other one of the polarized regions or bands and at various substantially equal azimuth angles.

Each group of magnetic field sensors1112,1114,1116is generally oriented in pairs to detect the magnetic field created when an applied torque on the power transmission shaft1010causes an external magnetic flux to arise from the magnetically conditioned region1104. The magnetic field sensor pairs have their sensing directions arranged to determine the direction of rotation of the power transmission shaft1010and the magnitude of the torque applied to the shaft. Additional secondary magnetic field sensors (not shown) may be used in addition to the magnetic field sensors1112,1114,1116to improve signal processing (e.g., to account for magnetic noise, such as near and far field ambient magnetic fields, that may be present in the output signals from the individual magnetic field sensors1112,1114,1116).

In each of the configurations above, the placement of torque sensors and their components are represented schematically for ease of description and illustration. One skilled in the art will appreciate that the magnetically conditioned regions (transducers) and magnetic field vector sensors may be arranged and configured in different locations on the power train of a vehicle to provide for sufficient detectable magnetic flux, magnetic field sensing and sensing accuracy, repeatability, and torque sensor lifespan, among other design specifications and requirements.

In each of the configurations above, the shaft-type and disk-type torque sensors may be formed of a homogeneous material or may be formed of a mixture of materials. At least some of the material must be sufficiently ferromagnetic to ensure the existence of magnetic domains for at least forming a remanent magnetization in the magnetically conditioned regions. The material must be magnetostrictive such that the orientation of magnetic field lines above the magnetically conditioned regions or bands may be altered by the stresses associated with an applied torque.

Both the shafts and the disk transducers may be completely solid or they may be partially hollow: The diameter of the power transmission shaft may be, for example, about 30 mm. The thickness of the disk may be, for example, about 1 cm. The diameter of the left and right half-shafts may vary according to the specific vehicle type.

The magnetic field vector sensors are positioned proximate to the magnetically conditioned regions at a location where the magnetic field strength is at a maximum. The individual sensors are oriented such that their sensitive directions are perpendicular to the direction of magnetization in the magnetically conditioned regions. Such a configuration ensures that the representative signals outputted by the individual magnetic field sensors vary approximately linearly with respect to variations in the torque applied to the shaft or disk.

The placement of pairs of individual magnetic field sensors provides for common mode rejection of noise. Output signals from each of the magnetic field sensors in a respective pair of sensors may be summed to provide a signal representative of the torque applied to the shaft/disk. Any external magnetic fields will have equal effects on each of the magnetic field sensors in the pair. Because the magnetic field sensors in the pair are oppositely polarized, the summed output of the magnetic field sensors is zero with respect to the external magnetic fields. However, because the magnetically conditioned regions include regions or bands that are oppositely polarized, as are the respective magnetic field sensors, the summed output of the magnetic field sensors is the differential of each individual magnetic field sensor with respect to the torque applied to the shaft/disk. Therefore, placing magnetic field sensors in a common mode rejection configuration reduces the detrimental effects of compassing on the torque sensor device output signal.

As described above, in some embodiments, the magnetically conditioned region may include two, three, or more regions or bands that are oppositely or alternately polarized, with magnetic field lines generally arranged in opposite circumferential directions. A pair of magnetic field sensors may be positioned proximate to each of the regions or bands over the portion the regions or band where the magnetic field strength is at a maximum.

As described above, the magnetic field vector sensors for each region or band may include multiple individual magnetic field sensors, for example four sensors positioned at 90-degrees, 180-degrees, 270-degrees, and 360-degrees around the shaft. Individual magnetic field sensors may be configured in such a way to address a noise source (not shown) that creates a local magnetic field gradient having different effects on each of the individual magnetic field sensors.

As discussed above, in the quiescent state, the magnetic fields in the magnetically conditioned regions are zero (no external flux generated) or they are aligned either substantially exclusively in the axial direction or substantially exclusively in the circumferential direction, depending on how the magnetically conditioned regions was initially formed. When torque is applied, the magnetic moments in the magnetically conditioned regions tend to tilt helically along the shear stress direction, which forms an angle of about 45 degrees with respect to the surface of the shaft, as described in more detail in the aforementioned references. This tilt causes the magnetization of the magnetically conditioned region to exhibit a decreased component in the initial direction, and an increased component in the shear stress direction. The degree of tilt is proportional to the strength of the applied torque. The magnetic field sensors are capable of sensing changes in the strength of magnetic field components along the sensitive directions of the magnetic field sensors. Therefore, when torque is applied to the shaft/disk, the magnetic field sensors output representative signals that are proportional to the applied torque.

Suitable magnetic field sensors for this application are those available from Methode Electronics, Inc. (Chicago) and include flux-gate inductors, Hall Effect sensors, and the like. Preferably, the magnetic field sensors according to the present invention are flux-gate inductors having a solenoidal form.

Software

Turning now toFIG.12, shown therein is a schematic showing some of the vehicle components monitored by one or more torque sensor devices (“Sensed Components”) and the software modules or computations improved by the input of signal information from the torque sensor devices (“Algorithms”). The computation aspects of the invention include at least a signal processing circuit for receiving, depending on the specific vehicle configuration, the individual or combined magnetic field sensor signals from the individual magnetic field sensors associated with:(1) the torque sensors316,318,320associated with the rear differential apparatus302(FIG.3A);(2) the torque sensors320,322associated with the crown gear when308and a left rear half-shaft axle312(FIG.3B);(3) the torque sensors426,430,440associated with the rear differential apparatus402and the right rear half-shaft414(FIG.4);(4) the torque sensors512,514associated with the half-shaft axle apparatus502(FIG.5);(5) the torque sensors612,614associated with the half-shaft axle apparatus602(FIG.6);(6) the torque sensors712,714associated with the half-shaft axle apparatus702(FIG.7);(7) the torque sensor808associated with the transfer case apparatus802(FIG.8);(8) the torque sensor908associated with the transfer case apparatus902(FIG.9);(9) the torque sensor1002associated with the transmission drive plate1004; and(10) the torque sensor1102associated with the power transmission shaft1010(FIG.11).

Turning toFIG.13, shown therein is a schematic drawing of certain vehicle components of a vehicle1302, which includes (with reference toFIGS.1and3A), for a front- and/or rear-wheel drive vehicle, a transmission103, a transfer case104, a front power transmission drive shaft105, a front differential106, a left-front half-shaft axle, a right-front half-shaft axle, a rear power transmission drive shaft304, a rear differential322, a left-rear half-shaft axle312, and a right-rear half-shaft axle314. As shown schematically, one or more individual torque sensors1304,1306,1308,1310,1312,1314,1316(in addition to other torque sensors shown in, for example,FIGS.3B-11) may be located approximately where indicated to provide dynamic feedback during operation of the vehicle1302. For example, each torque sensor may output a respective signal T1304, T1306, T1308, T1310, T1312, T1314, T1316that reflects the torque measured by the individual torque sensors1304,1306,1308,1310,1312,1314,1316.

Not all of the torque sensors may be needed in a particular vehicle, as some vehicles may only need specific sensors at selected positions. In some instances, where reliance on known relationships between components (e.g., efficiency) is possible, sensors on both sides of a force-transferring connection may be unnecessary. Even so, more torque sensors than are needed may be installed during manufacturing because it may be more expensive to retrofit components of the vehicle to add sensors later. In such cases, certain torque sensors may be installed but not made operational, though they could be made operational by making electrical connections or simply updating firmware or software settings.

The signals from each torque sensor may be outputted from a local signal processing module associated with each torque sensor. These local modules may receive and process individual signals from each individual magnetic field vectors sensors associated with each torque sensor.

One or more electronic control units1318(only one shown) may be used to receive one or more of the individual output signals T1304, T1306, T1308, T1310, T1312, T1314, T1316during operation. Depending on the specific application, selective ones of the output signals may be used as input to a particular algorithm, as discussed above. Outputs from the algorithms may be sent from the electronic control units1318to an on-board computer1320installed in the vehicle1302, which may include engine management software for outputting a control signal to control, for example, engine or motor power output.

A memory device1322may be associated with one or more of the electronic control units1318for storing in memory a table, database, and/or knowledgebase1324, which may be uploaded to the memory device by the manufacturer of the vehicle, the vehicle owner or operator, or some other party, either by wired connection or wirelessly using a transceiver (not shown). The stored information may include one or more numerical values, functions (such as a step-up function, amplification function, ramp function, or other), criteria (such as high-low ranges, maximum value, low value, intensity, or other), calibration curves (such as slope-intercept values), input-output or decision pairs (i.e., if this, do this, else do this), machine learning models (such as classification), a set of states or conditions(S), a set of actions (A) associated with states (i.e., for each S in a set, A corresponds to Si), historical logs, other algorithms, or other stored information used to assess a particular vehicle characteristic, as input to one or more of the algorithms stored in the memory device, or for adjusting the incoming signals, or comparing algorithm outputs to assess actions to take.

A state may be or reflect a position, a setting, a flow rate, and linear velocity, a rotational velocity, an acceleration, a power state, an amount of current, a sound frequency, a sound level, a vibration frequency, a fluid fill level, and opacity, a temperature, a pressure, a concentration, a material selection, a brightness, an output, an amount of data storage, or other physical or chemical state associated with a static or moving vehicle.

By way of non-limiting example, given a vehicle characteristic state S0at time to, and a set of possible actions, A, associated with the state, a particular algorithm may identify in memory device1322the possible next actions A1 or A2 to take next. However, once torque signals T1314, T1316are obtained at time t1 from the torque sensors1314,1316, reflecting the torque at each of the left and right rear half-shaft axles (which combined with other sensors might indicate wheel slip), the algorithm may identify action A3 as the next action to take, as follows.
A(St0|Tt0)=A1 orA2  (11)
A(St1|T1314t1,T1316t1)=A3  (12)

Each torque sensor may include a lead or cable leading to a connector for interfacing with a printed circuit board in the electronic control units1318, which may include a connector for interfacing with the on-board computer1320of the vehicle1302. Logic circuits for each of the applications described below may be embodied in one or more of the printed circuit boards, which may be located in one or more modules of the electronic control units1318each with its own input and output connectors, power supply, and housing, as needed.

Applications

By way of non-limiting examples, torque information from the torque sensor devices as previously described may be useful in determining vehicle weight. Torque information may also be useful in predictive maintenance (detecting issues before catastrophic failures), for condition monitoring (for example if someone uses chip tuning and is over-torqueing above the torque rating of a transmission), and for wheel slip detection during acceleration and breaking (though in that use case, a suitable sensor would be located between the brake and the wheel touching the road).

In the case of vehicle weight, a dynamic vehicle weight calculation involves at least the following input parameters, some of which may be a pre-determined or fixed value, while others may be directly measured using a torque sensor device as described herein and other sensors:(1) Engine horsepower(2) Torque (measured at the output of the engine, each wheel, and the power transmission shaft(s))(3) Speed (rpm), engine(4) Velocity and acceleration(5) Fixed sizes and masses (wheels, shafts, chassis, other components)(6) Gear ratios (transfer case, differentials)(6) Correction factors (accounting for efficiencies/losses, temperature, humidity, drag and rolling resistance, added loads)

Among other configurations and uses, a torque sensor device of the kind described above may be used to provide information to supplement a torque measurement of a powertrain of a vehicle, including, for example, a measurement by a sensor mounted in a mounting hole in a housing used for powertrain components. In one aspect, the torque sensor device may be used to measure an amount of torque applied to a transmission sprocket disc within the housing.

In another configuration and use, a torque sensor device of the kind described above may be used inside a rotating shaft, and/or in connection with a planetary gearset within a housing. In one aspect, room for the torque sensor device (or multiple such devices) may be provided by modifying a traditional housing, such as by extending a portion of a main housing to form a cavity of sufficient capacity to accept the magnetic field vector sensors. As needed, a transmission shaft extending through the cavity formed by the housing may be modified, such as by elongating the same, to provide for a magnetoelastically active region on the shaft itself.

In yet another configuration and use, a torque sensor device of the kind described above may be used to adjust operation of powertrain components to achieve a desired driveline torque by monitoring an actual driveline torque, which may involve adjusting operation a driveline disconnect clutch. A system-level signal from one or more torque sensors may be used as feedback to a driveline disconnect actuator to compensate for errors in the operation of the disconnect clutch to achieve the desired torque.

In another configuration and use, a mass computation may be performed to determine an effective center-of-mass total weight of a vehicle, accounting for the vehicle, passengers, cargo and other materials carried by the vehicle, attached tow vehicles, added components, and other mass-bearing items. The computation may be performed using various inputs such as inertia of rotating components, acceleration (calculated or measured using an accelerometer), velocity (calculated or measured), torque/force at the drive wheels, resistances to movement (i.e., ground friction, wind resistance), overall torque ratio, power transmission efficiency, geometry of rotating components, tire pressure, temperature, and others. Each input may be computed in real-time during operation of the vehicle. Some inputs may be fixed and correlated with each other, and thus may be provided by way of lookup table if one is known (i.e., a calibration “curve,” such as a linear equation that takes one input and provides a correlated output).

In yet another configuration and use, a torque sensor device of the kind described above may be employed to improve shifting in a transmission component by accurately detecting a start of a torque-phase shift. This may be done by indirectly measuring input torque at a transmission input shaft, specifically by monitoring for an initial rise in the output signal that is indicative of a measured torque at the transmission input shaft.

In another configuration and use, a torque sensor device of the kind described above may be employed to provide feedback to a direct-measure torque sensor system used in a dual-clutch automatic transmission. In a dual-clutch automatic transmission where a direct measurement of torque at a drive plate of the dual-clutch transmission is performed, useful monitored information may be obtained to help improve clutch control and power transmission from the engine to the drive wheels. Information about the status of the drive wheels, such as slippage, may further improve the automatic transmission function. Thus, torque sensor devices may be positioned at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels to provide the feedback (input) to the automatic transmission sensor algorithm to improve performance of the dual-clutch automatic transmission. Additional torque sensor devices of the kind described above, used between the brakes and wheels, could also be used to provide additional information to the clutch controller and engine power management controller.

In yet another configuration and use, a torque sensor device of the kind described above may be further employed to provide feedback (input) for a sensor system used to monitor the friction elements of an automatic transmission for purposes of controlling up- and down-shifting of the transmission. Such a sensor system would provide information about the input torque and speed of a transmission input shaft, information about the output torque and speed of an output shaft from the transmission, and information about the vehicle's speed and throttle position. One or more of the torque sensor devices may be positioned at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels to provide the necessary feedback (input) to the up- and down-shifting algorithm.

In yet another configuration and use, a torque sensor device of the kind described above may also be employed to improve the calculation of torque at an on-going friction element (i.e., comparing the torque to a pre-determined target torque value), which is useful in controlling an off-going friction element, in a multi-ratio transmission mechanism. Typically, a torque sensor is located at one or both of a transmission torque input shaft and output shaft for that purpose. However, additional torque sensor devices of the type presently described may be added at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels to provide additional feedback to better estimate the output torque of the transmission mechanism. Those additional torque sensor devices help improve the accurate estimate of the torque experienced by the friction elements within the transmission during a shifting event, compared to an estimate that relies solely on the transmission shaft input and output torques.

Moreover, where torque measurements are not available at key locations, a controller must rely on an estimated torque value that is obtained from a torque profile, which itself is determined from other monitored parameters associated with a vehicle and therefore may be less accurate than direct measurements. The addition of one or more torque sensor devices of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels may lessen the need to rely on torque profiles.

In still another configuration and use, the addition of torque sensor devices of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels may provide additional input data to an algorithm for estimating the level of noise, vibration, and harshness in powertrain components.

The addition of one or more torque sensor devices of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels may also provide needed information for use in better controlling a manual transmission gearshift, specifically to provide input to a controller that determines a clutch torque transmitted through an input clutch related to a desired gear after a shift lever is manually moved.

In yet another configuration and use, the addition of torque sensor devices of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels may provide additional input data to an algorithm for estimating the amount of backlash at a torsional discontinuity during a change in the direction of torque. A torsional discontinuity may exist between a drive pinion gear attached to a transmission shaft, a crown wheel gear attached to one half-shaft, and a bevel gear attached to the other half-shaft, all of which are inside a rear or front differential housing. The torsional discontinuity appears at the time when an input torque, which is transferred by individual gear teeth surfaces in contact with other gear teeth surfaces, is reduced or changes direction causing the contact between the gear teeth to change (i.e., no contact or less contact). Using the present torque sensors on all three shafts noted above can improve the detection of this transient backlash period and provide feedback to an appropriate transmission and/or motor controller, which in turn can use the information to improve drivability.

In still another use, the addition of torque sensor devices of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels of a vehicle may provide additional input data to an algorithm for controlling power output of the vehicle's engine to adjust a distance it follow another vehicle during autonomous or semi-autonomous operation. In autonomous or semi-autonomous mode, a controller may adjust the engine's power to maintain a pre-determined or driver-inputted following distance. The power may be adjusted using information about the actual distance, the mass of the vehicle, the road grade, and other parameters. Some of those parameters may be calculated from an estimate of an amount of force applied by the wheels to the road surface, which itself may be estimated indirectly by measuring or obtaining information about a tire radius, a torque output of an engine, a transmission gear, a transmission drive ratio, and other parameters. However, the present sensors would provide a more direct measure of the amount of force applied by the wheels to the road and thus a more accurate determination of the amount of engine power output needed to maintain a specific following distance.

In another use, the outputs from the two half-shaft torque sensors of the kind described above along with outputs from torque sensor devices located between the brakes and the wheels may be useful as input to a controller used to control individual wheel speed of wheels attached to a shared differential by applying a selective amount of braking pressure to each of the wheels independently. This may be useful, for example, when anti-lock braking systems (ABS) are engaged and one of the shared wheels slides (catches) on the road surface for a brief period instead of continuing to rotate while the other wheel continues to rotate. A useful reduction in the vibration that may occur when of the ABS system under such conditions systematically adjusts brake pressure could be improved by the placement of the present torque sensors as described above.

In still another use, one or more torque sensor devices of the kind described above, including torque sensor devices at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels of a vehicle, may provide additional input data for a cruise control algorithm for accurately controlling engine power output and maintaining separation distance between vehicles on the road.

In another use, the outputs from one or more torque sensor devices of the kind described above may provide data that, when compared to predetermined criteria, can indicate an anomaly in a vehicle operating characteristic that requires maintenance. An event may be logged in a memory device, along with related data for diagnostic purposes, when an amount of torque directly measured (or calculated from indirect measurements) during a shifting event of an automatic transmission component is outside prescribed ranges or above or below certain limits. A visual and/or audible alert could be provided to the operator indicating the possible need for maintenance. The amount of torque being measured could be related to, for example, the torque applied or transmitted by a gear or gear switching component, a power transmission shaft, an axle or half-axle of a drive wheel, brake, or other component. The comparison criteria may be associated with models of the above and other components or assemblies of multiple components, and may be determined during a design stage of the component/assembly, or from subsequent testing of the final components/assembly. The criteria may be stored in a memory device in the form of a linear or non-linear relationship between parameters, specific high/low values, or specific ranges of acceptable values.

In yet another use, a torque sensor device of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels of a vehicle may provide additional input data to an algorithm for adjusting the hydraulic pressure used to engage a clutch within a gearbox. Typically, hydraulic pressure may be adjusted by opening and closing (or partially opening and closing) a valve and/or changing the flow rate output from a hydraulic pump that permits hydraulic fluid to fill a space. The valve and/or pump may be controlled by a hydraulic control system in part by using direct measurements of a driver demand torque at the input of a transmission and a direct measurement at the output (drive shaft), taking into account the configuration of specific clutch and gearset elements between the input and output. However, the amount of output torque directly measured at the output shaft of the transmission may be improved, and thus the adjustments in hydraulic pressure (and thus activation of clutch components) may be improved, with the additional input data noted above. Input data may reflect information about an instantaneous torque measurement obtained by one or all of the additional torque sensor devices, a rate of change in the torque measurement, and/or a percent fluctuation (standard deviation) from a nominal (median) actual value measured over a period of time, which information may be feed back to a suitable valve/pump controller module.

In another use, a torque sensor device of the kind described above at the input shaft of a differential and at each of the half-shafts extending from the differential to the drive wheels of a vehicle may provide additional input data to an algorithm used to control a launch of a vehicle from a standing start when the vehicle is using “launch control” or “track” mode. Launch control requires accurate measurements of power at all drive wheels during a sudden onset of power output from the engine or motor, which the additional torque sensor devices noted above provide. In that case, a calculated vehicle characteristic may be a wheel rotational velocity and a current state of the vehicle may be a power output demand from an engine or motor of the vehicle indicated by a throttle pedal position.

In yet another use, a calculated vehicle characteristic may be a fuel efficiency and a current state of the vehicle may be a position of an intake valve and fuel pump setting. A torque sensor device of the kind described above may be used to provide information for calculated the fuel efficiency at a particular time or time period, and combined with information about available intake valve positions and fuel pump flow rate settings, a signal may be generated to alter the valve positions and/or fuel flow rate to improve fuel efficiency.

At least one benefit of using the torque sensors in the manner described above and in other applications is the ability to obtain useful information about a vehicle characteristic immediately prior to an application of a force to a component of the vehicle. In more traditional approaches, sensors are placed to assess a condition or state after a force has been applied, but such a feedback loop may permit an unwanted condition to arise. For example, identifying an amount of torque split between left and right half-shaft axles at a differential may be useful in predicting the possibility of wheel slip, whereas a sensor associated with an automatic brake system (ABS) may only sense wheel slip after the unsafe condition arises and is measurable by the ABS sensors.

Although certain presently preferred embodiments of the disclosed invention have been specifically described herein, it will be apparent to those skilled in the art to which the invention pertains that variations and modifications of the various embodiments shown and described herein may be made without departing from the spirit and scope of the invention. Accordingly, it is intended that the invention be limited only to the extent required by the appended claims and the applicable rules of law.