JP3453816B2 - Power steering device - Google Patents
Power steering deviceInfo
- Publication number
- JP3453816B2 JP3453816B2 JP27256193A JP27256193A JP3453816B2 JP 3453816 B2 JP3453816 B2 JP 3453816B2 JP 27256193 A JP27256193 A JP 27256193A JP 27256193 A JP27256193 A JP 27256193A JP 3453816 B2 JP3453816 B2 JP 3453816B2
- Authority
- JP
- Japan
- Prior art keywords
- pump
- variable
- steering
- valve
- throttle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、自動車等に用いられる
油圧反力式の動力舵取装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic reaction force type power steering apparatus used in an automobile or the like.
【０００２】[0002]
【従来の技術】一般に、油圧反力式の動力舵取装置にお
いては、反力室に車速、操舵角等に応じた反力圧を導入
し、車速、操舵角等に応じてハンドルトルクを制御する
ものである。この種の動力舵取装置の油圧反力装置とし
て、例えば、実開昭６２−３８７８０号公報に記載され
ているものが知られている。2. Description of the Related Art Generally, in a hydraulic reaction force type power steering apparatus, a reaction force pressure corresponding to a vehicle speed, a steering angle and the like is introduced into a reaction force chamber to control a steering wheel torque in accordance with the vehicle speed, the steering angle and the like. To do. As a hydraulic reaction force device of this type of power steering device, for example, one disclosed in Japanese Utility Model Laid-Open No. 62-38780 is known.
【０００３】かかる油圧反力装置は、図８に示すよう
に、出力軸１側に設けた４つのプランジャ２を、入力軸
３上に設けたレバー４に円周方向に相対向する如く設
け、反力室５に導入された反力圧をプランジャ２に作用
させることによりハンドルトルクを制御するようになっ
ている。なお、６は出力軸１と入力軸３を可撓的に連結
するトーションバーである。In such a hydraulic reaction device, as shown in FIG. 8, four plungers 2 provided on the output shaft 1 side are provided so as to face a lever 4 provided on an input shaft 3 in the circumferential direction. The handle torque is controlled by causing the reaction force pressure introduced into the reaction force chamber 5 to act on the plunger 2. A torsion bar 6 flexibly connects the output shaft 1 and the input shaft 3.
【０００４】[0004]
【発明が解決しようとする問題点】しかしながら、かか
る構成の油圧反力装置においては、操舵の中立状態にお
いて、プランジャ２とレバー４との初期クリアランスｔ
を０にすることが製作上難しく、この初期クリアランス
ｔが大きくなると、反力圧を導入してもクリアランスｔ
分の角度までは反力圧によるトルクが感じられず、操舵
角がクリアランスよりも大きくなってプランジャ２とレ
バー４とが接触すると、図９の実線に示すように急に反
力圧に相当するハンドルトルクが作用する問題があっ
た。なお、図９中の点線はトーションバー６によるハン
ドルトルクの変化を示す。However, in the hydraulic reaction device having such a structure, the initial clearance t between the plunger 2 and the lever 4 in the neutral steering state.
It is difficult in manufacturing to set the clearance to 0, and if the initial clearance t becomes large, the clearance t will be increased even if the reaction force pressure is introduced.
When the steering angle becomes larger than the clearance and the plunger 2 and the lever 4 come into contact with each other, the torque due to the reaction pressure cannot be felt up to the minute angle, and the reaction force suddenly corresponds to the reaction pressure as shown by the solid line in FIG. There was a problem that the handle torque acted. The dotted line in FIG. 9 shows the change in the steering wheel torque due to the torsion bar 6.
【０００５】[0005]
【問題点を解決するための手段】本発明は、上記した従
来の問題点に鑑みてなされたもので、請求項１に記載の
発明は、ポンプとリザーバとにそれぞれ接続する４つの
流路に可変絞りをそれぞれ設け、ハンドル操舵に応じて
ポンプより供給された作動油を絞り制御する第１の制御
部と、前記ポンプとパワーシリンダの両油室とリザーバ
とにそれぞれ接続する４つの流路に可変絞りをそれぞれ
設け、ハンドル操舵に応じてポンプよりパワーシリンダ
に供給される作動油を絞り制御する第２の制御部と、前
記パワーシリンダの高圧側油室に接続される反力室とを
備え、前記パワーシリンダに接続する前記第２の制御部
の各可変絞りのうちポンプ側の可変絞りをセンタクロー
ズバルブにて構成し、前記第２の制御部の各可変絞りの
うちリザーバ側の可変絞りならびに前記第１の制御部の
各可変絞りをセンタオープンバルブにて構成したもので
ある。SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and the invention according to claim 1 has four flow paths respectively connected to a pump and a reservoir. The first control unit is provided with variable throttles to control the hydraulic oil supplied from the pump according to the steering of the steering wheel, and the four flow paths are respectively connected to the oil chambers of the pump and the power cylinder and the reservoir. A second control unit is provided, which is provided with variable throttles respectively, and which controls the hydraulic fluid supplied from the pump to the power cylinder in response to steering of the steering wheel, and a reaction force chamber connected to the high pressure side oil chamber of the power cylinder. Of the variable throttles of the second control section connected to the power cylinder, the variable throttle on the pump side is constituted by a center close valve, and the variable throttle of the second control section is connected to the reservoir side. Variable aperture and is obtained by configuring each variable throttle of the first control unit at the center open valve.
【０００６】また、請求項１に記載の発明は、ポンプと
リザーバとにそれぞれ接続する４つの流路に可変絞りを
それぞれ設け、ハンドル操舵に応じてポンプより供給さ
れた作動油を絞り制御する第１の制御部と、前記ポンプ
とパワーシリンダの両油室とリザーバとにそれぞれ接続
する４つの流路に可変絞りをそれぞれ設け、ハンドル操
舵に応じてポンプよりパワーシリンダに供給される作動
油を絞り制御する第２の制御部と、前記パワーシリンダ
の高圧側油室に接続される反力室と、この反力室に導入
される油圧を車速等に応じて制御する電磁弁とを備え、
前記パワーシリンダに接続する前記第２の制御部の各可
変絞りのうちポンプ側の可変絞りをセンタクローズバル
ブにて構成し、前記第２の制御部の各可変絞りのうちリ
ザーバ側の可変絞りならびに前記第１の制御部の各可変
絞りをセンタオープンバルブにて構成したものである。Further, according to the first aspect of the invention, variable throttles are provided respectively in the four flow passages respectively connected to the pump and the reservoir, and the hydraulic oil supplied from the pump is throttle-controlled in response to steering of the steering wheel. A variable throttle is provided in each of the four flow paths that are respectively connected to the control unit 1 and the oil chambers and reservoirs of the pump and the power cylinder, and the hydraulic oil supplied from the pump to the power cylinder in response to steering of the steering wheel is throttled. A second control unit for controlling, a reaction force chamber connected to the high pressure side oil chamber of the power cylinder, and an electromagnetic valve for controlling the hydraulic pressure introduced into the reaction force chamber according to the vehicle speed and the like,
Of the variable throttles of the second control section connected to the power cylinder, the variable throttle on the pump side is constituted by a center close valve, and the variable throttle on the reservoir side of the variable throttles of the second control section and Each of the variable throttles of the first control unit is composed of a center open valve.
【０００７】[0007]
【作用】上記した構成により、操舵の中立状態において
は、第２の制御部の可変絞り（Ｖ５，Ｖ６）が閉止され
ているため、パワーシリンダには作動油が供給されず、
パワーシリンダの両油室は可変絞り（Ｖ７，Ｖ８）を介
してリザーバに接続され、低圧（０）状態に保持され
る。従って反力室には反力圧が作用しない。With the above construction, in the neutral steering state, since the variable throttles (V5, V6) of the second control section are closed, hydraulic oil is not supplied to the power cylinder,
Both oil chambers of the power cylinder are connected to the reservoir via variable throttles (V7, V8) and are maintained in a low pressure (0) state. Therefore, the reaction force pressure does not act on the reaction force chamber.
【０００８】ステアリングホイールが回転操作される
と、第１の制御部の一方の可変絞り（Ｖ１，Ｖ４）の開
口面積が拡大され、他方の可変絞り（Ｖ２，Ｖ３）の開
口面積が縮小され、ポンプ１０の圧力が徐々に上昇する
が、可変絞り（Ｖ５，Ｖ６）の閉止状態が持続されてい
る間はパワーシリンダの両油室の差圧は依然として０に
保持され、この間に油圧反力装置にクリアランスがあっ
た場合にもそのクリアランスが吸収される。When the steering wheel is rotated, the opening area of one of the variable diaphragms (V1, V4) of the first control section is enlarged, and the opening area of the other variable diaphragm (V2, V3) is reduced. Although the pressure of the pump 10 gradually rises, the differential pressure between both oil chambers of the power cylinder is still maintained at 0 while the closed state of the variable throttle (V5, V6) is maintained, and during this period, the hydraulic reaction device If there is a clearance, the clearance will be absorbed.
【０００９】しかして所定のバルブ作動角を越えると、
前記一方の可変絞り（Ｖ５もしくはＶ６）が開口し始め
るため、パワーシリンダの一方の油室の圧力が上昇し、
この圧力が反力通路に導かれて反力圧が制御される。However, if the predetermined valve operating angle is exceeded,
Since the one variable throttle (V5 or V6) starts to open, the pressure in one oil chamber of the power cylinder rises,
This pressure is guided to the reaction force passage to control the reaction force pressure.
【００１０】[0010]
【実施例】以下本発明の実施例を図面に基づいて説明す
る。図１は油圧反力式の動力舵取装置の全体構成を示
し、この動力舵取装置は、図略の自動車エンジンによっ
て駆動されるポンプ１０と、リザーバ１１と、ステアリ
ング操作をパワーアシストするパワーシリンダ１２と、
ステアリングホイール１３の回転に応じて作動して前記
ポンプ１０からパワーシリンダ１２に供給される作動油
を絞り制御するロータリ式制御弁１４を備えている。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows the overall structure of a hydraulic reaction force type power steering apparatus. This power steering apparatus includes a pump 10 driven by an automobile engine (not shown), a reservoir 11, and a power cylinder for power assisting steering operation. 12 and
A rotary control valve 14 is provided which operates according to the rotation of the steering wheel 13 and throttle-controls the hydraulic oil supplied from the pump 10 to the power cylinder 12.
【００１１】前記ポンプ１０は、これの吐出通路１５中
に設けられた計量オリフィス１６と、この計量オリフィ
ス１６と並列に接続され計量オリフィス１６の前後差圧
に応じてバイパス通路１７を開閉するように作動するバ
イパスバルブ１８と、このバイパスバルブ１８をバイパ
ス通路１７を閉止する方向に付勢するスプリング１９を
備えた公知のものである。The pump 10 is provided with a metering orifice 16 provided in the discharge passage 15 of the pump 10, and is connected in parallel with the metering orifice 16 to open and close the bypass passage 17 in accordance with the differential pressure across the metering orifice 16. The known bypass valve 18 is provided with an operating bypass valve 18 and a spring 19 for urging the bypass valve 18 in a direction to close the bypass passage 17.
【００１２】前記制御弁１４は、図２に展開図として示
すように、ステアリングホイール１３に連結されて一体
的に回転するバルブシャフト２１と、このバルブシャフ
ト２１の外周に同軸的に配設されてパワーシリンダ１２
によってパワーアシストされるステアリングリンケージ
に連結されるバルブボディ２２と、これらバルブシャフ
ト２１とバルブボディ２２を相対回転可能に連結する図
略のトーションバーと、これらを収納する図略のバルブ
ハウジング等によって構成されている。そしてバルブシ
ャフト２１とバルブボディ２２との間には、作動油を絞
り制御する第１の制御部２３と第２の制御部２４が周方
向にそれぞれ９０度の間隔で交互に形成されている。As shown in a developed view in FIG. 2, the control valve 14 is connected to the steering wheel 13 and integrally rotates with a valve shaft 21, and is coaxially arranged on the outer circumference of the valve shaft 21. Power cylinder 12
A valve body 22 connected to a steering linkage that is power assisted by a valve body, a torsion bar (not shown) that rotatably connects the valve shaft 21 and the valve body 22 to each other, and a valve housing (not shown) that houses them. Has been done. Then, between the valve shaft 21 and the valve body 22, a first control unit 23 and a second control unit 24 that throttle control the hydraulic oil are alternately formed at intervals of 90 degrees in the circumferential direction.
【００１３】第１の制御部２３は、ポンプ１０とリザー
バ１１とにそれぞれ接続する４つの流路Ｌ１，Ｌ２，Ｌ
３，Ｌ４に可変絞りＶ１，Ｖ２，Ｖ３，Ｖ４を設けた第
１のブリッジ回路Ｃ１によって構成されている。これら
可変絞りＶ１，Ｖ２，Ｖ３，Ｖ４は図３で示すように、
センタオープンバルブとして構成され、それら開口面積
は、バルブシャフト２１とバルブボディ２２の相対回転
角（バルブ作動角）に応じて図５のＡに示すように変化
する。The first control section 23 has four flow paths L1, L2 and L respectively connected to the pump 10 and the reservoir 11.
The first bridge circuit C1 has variable diaphragms V1, V2, V3 and V4 provided at L3 and L4. These variable diaphragms V1, V2, V3 and V4 are as shown in FIG.
The center open valve is configured, and the opening area thereof changes as shown in A of FIG. 5 according to the relative rotation angle (valve operating angle) of the valve shaft 21 and the valve body 22.
【００１４】第２の制御部２４は、前記第１のブリッジ
回路Ｃ１に並列接続されて、ポンプ１０とパワーシリン
ダ１２の両油室１２Ａ，１２Ｂとリザーバ１１とにそれ
ぞれ接続する４つの流路Ｌ５，Ｌ６，Ｌ７，Ｌ８に可変
絞りＶ５，Ｖ６，Ｖ７，Ｖ８を設けた第２のブリッジ回
路Ｃ２によって構成されている。これら可変絞りのう
ち、ポンプ１０側に接続する可変絞りＶ５，Ｖ６は図４
に示すように、センタクローズバルブとして構成され、
これら可変絞りＶ５，Ｖ６の開口面積は、バルブシャフ
ト２１とバルブボディ２２の相対回転角に応じて図５の
Ｂに示すように変化する。またリザーバ１１側に接続す
る可変絞りＶ７，Ｖ８は前記可変絞りＶ１〜Ｖ４と同様
なセンタオープンバルブとして構成されている。The second control section 24 is connected in parallel to the first bridge circuit C1 and is connected to the oil chambers 12A and 12B of the pump 10 and the power cylinder 12 and the reservoir 11, respectively, and four flow paths L5. , L6, L7, L8 are provided with a second bridge circuit C2 in which variable diaphragms V5, V6, V7, V8 are provided. Among these variable throttles, the variable throttles V5 and V6 connected to the pump 10 side are shown in FIG.
It is configured as a center close valve, as shown in
The opening areas of the variable diaphragms V5 and V6 change as shown in B of FIG. 5 according to the relative rotation angle between the valve shaft 21 and the valve body 22. The variable throttles V7 and V8 connected to the reservoir 11 side are configured as center open valves similar to the variable throttles V1 to V4.
【００１５】前記パワーシリンダ１２の両油室１２Ａ，
１２Ｂには、差圧に応動する方向切替弁２５を介して反
力室２６に通ずる反力通路２７が接続されている。かか
る方向切替弁２５はパワーシリンダ１２の両油室１２
Ａ，１２Ｂのうち高圧側の油室を反力通路２７に接続す
るものであり、この反力通路２７中には車速に応じて絞
り面積が制御される電磁絞り弁２８が設けられている。
すなわち電磁絞り弁２８は低速時には絞り面積を縮小
し、高速時には絞り面積を拡大するように制御される。
前記反力通路２７にはまた、電磁絞り弁２８の下流側に
おいてリザーバ１１に通ずる固定絞り弁２９が接続され
るとともに、この固定絞り弁２９と並列に反力圧の上限
を設定するレリーフ弁３０が接続されている。Both oil chambers 12A of the power cylinder 12,
A reaction force passage 27 that communicates with a reaction force chamber 26 via a direction switching valve 25 that responds to the differential pressure is connected to 12B. The direction switching valve 25 is provided in both the oil chambers 12 of the power cylinder 12.
The high-pressure side oil chamber of A and 12B is connected to the reaction force passage 27, and an electromagnetic throttle valve 28 whose throttle area is controlled according to the vehicle speed is provided in the reaction force passage 27.
That is, the electromagnetic throttle valve 28 is controlled so as to reduce the throttle area at low speed and increase the throttle area at high speed.
A fixed throttle valve 29 communicating with the reservoir 11 is connected to the reaction force passage 27 on the downstream side of the electromagnetic throttle valve 28, and a relief valve 30 for setting an upper limit of the reaction pressure in parallel with the fixed throttle valve 29. Are connected.
【００１６】なお、図１中３１，３２は従来と同様の油
圧反力装置を構成するレバーとプランジャを示し、レバ
ー３１は前記バルブシャフト２１側に連結され、プラン
ジャ３２は前記バルブボディ２２側にレバー３１を両側
から挟み込む如く配置され、前記反力室２６に導入され
る反力圧にて押圧される。上記したように構成した本実
施例においては、ポンプ１０より吐出された作動油は、
計量オリフィス１６を介して第１および第２の制御部２
３，２４に供給される。操舵の中立状態においては、第
２の制御部２４の可変絞りＶ５，Ｖ６が閉止されている
ため、パワーシリンダ１２には作動油が供給されず、パ
ワーシリンダ１２の両油室１２Ａ，１２Ｂは可変絞りＶ
７，Ｖ８を介してリザーバ１１に接続され、低圧（０）
状態に保持される。従ってポンプ１０より吐出された作
動油は第１の制御部２３の可変絞りＶ１，Ｖ２，Ｖ３，
Ｖ４を通ってリザーバ１１に排出される。この状態にあ
っては反力室２６には反力圧が作用されない。Incidentally, reference numerals 31 and 32 in FIG. 1 denote a lever and a plunger constituting a hydraulic reaction device similar to the conventional one. The lever 31 is connected to the valve shaft 21 side, and the plunger 32 is connected to the valve body 22 side. The lever 31 is arranged so as to be sandwiched from both sides, and is pressed by the reaction force pressure introduced into the reaction force chamber 26. In the present embodiment configured as described above, the hydraulic fluid discharged from the pump 10 is
First and second control unit 2 via metering orifice 16
3 and 24 are supplied. In the neutral steering state, since the variable throttles V5 and V6 of the second control unit 24 are closed, the hydraulic oil is not supplied to the power cylinder 12, and the oil chambers 12A and 12B of the power cylinder 12 are variable. Aperture V
7, low pressure (0) connected to reservoir 11 via V8
Held in a state. Therefore, the hydraulic fluid discharged from the pump 10 is the variable throttles V1, V2, V3 of the first controller 23.
It is discharged to the reservoir 11 through V4. In this state, the reaction force pressure is not applied to the reaction force chamber 26.
【００１７】ステアリングホイール１３が回転操作され
てバルブシャフト２１がバルブボディ２２に対して僅か
でも相対回転すると、第１の制御部２３の一方の可変絞
りＶ１，Ｖ４の開口面積が拡大され、他方の可変絞りＶ
２，Ｖ３の開口面積が縮小される。そしてレバー３１と
プランジャ３２との間に初期クリアランスが存在してい
る場合であっても、この相対回転の間にその初期クリア
ランスが吸収され、両者は当接状態に至る。When the steering wheel 13 is rotated to cause the valve shaft 21 to relatively rotate with respect to the valve body 22, the opening area of one of the variable diaphragms V1 and V4 of the first control section 23 is expanded, and the other of them is expanded. Variable aperture V
2, the opening area of V3 is reduced. Even if there is an initial clearance between the lever 31 and the plunger 32, the initial clearance is absorbed during this relative rotation, and the two come into contact with each other.
【００１８】また、ステアリングホイール１３の回転操
作により、上記したようにポンプ１０の圧力が徐々に上
昇するが、第２の制御部２４の可変絞りＶ５，Ｖ６の閉
止状態はバルブ作動角θ１まで持続されるため、角度θ
１まではパワーシリンダ１２の両油室１２Ａ，１２Ｂの
差圧は０に保持される。従ってバルブ作動角がθ１以下
の中立不感帯においては、図６に示すようにパワーシリ
ンダ１２の両油室１２Ａ，１２Ｂの差圧の上昇を防止で
き、中立付近においてはマニアル操舵となるとともに、
依然として反力室２６は０に保持され、ハンドルトルク
（マニアルトルク）の変化はバルブ作動角に対してトー
ションバーのばね定数に比例して図７の点線で示すよう
に増加する。Although the pressure of the pump 10 is gradually increased as described above by the rotating operation of the steering wheel 13, the closed state of the variable throttles V5 and V6 of the second control section 24 is maintained until the valve operating angle θ1. Angle θ
Up to 1, the differential pressure between the oil chambers 12A and 12B of the power cylinder 12 is maintained at 0. Therefore, in the neutral dead zone where the valve operating angle is θ1 or less, it is possible to prevent an increase in the differential pressure between the oil chambers 12A and 12B of the power cylinder 12 as shown in FIG. 6, and to perform manual steering near neutral,
The reaction force chamber 26 is still held at 0, and the change in the handle torque (manual torque) increases in proportion to the valve operating angle in proportion to the spring constant of the torsion bar, as shown by the dotted line in FIG. 7.
【００１９】しかしてバルブ作動角がθ１を越えると、
第２の制御部２４の一方の可変絞りＶ５（Ｖ６）が開口
し始めるため、パワーシリンダ１２の一方の油室１２Ａ
（１２Ｂ）の圧力が上昇し、パワーシリンダ１２の両油
室の差圧が上昇する。同時にパワーシリンダ１２の両油
室のうち高圧側の油室より方向切替弁２５を介して反力
通路２７に圧油が流れ、電磁絞り弁２８および固定絞り
弁２９を介してリザーバ１１に排出される。この際、電
磁絞り弁２８の絞り面積が車速の上昇につれて拡大され
るため、高速時ほど、またバルブ作動角が増大するほ
ど、反力圧が高められる。従って反力室２６に導入され
る反力圧は可変絞りＶ５（Ｖ６）が開口し始めるにつれ
て図６の実線で示すように徐々に増加し、これに比例し
てハンドルトルクが増大する。However, when the valve operating angle exceeds θ1,
Since one variable aperture V5 (V6) of the second control unit 24 starts to open, one oil chamber 12A of the power cylinder 12
The pressure of (12B) rises, and the pressure difference between both oil chambers of the power cylinder 12 rises. At the same time, pressure oil flows from the high pressure side oil chamber of the power cylinder 12 into the reaction force passage 27 via the direction switching valve 25 and is discharged to the reservoir 11 via the electromagnetic throttle valve 28 and the fixed throttle valve 29. It At this time, the throttle area of the electromagnetic throttle valve 28 increases as the vehicle speed increases, so that the reaction force pressure is increased as the vehicle speed increases and as the valve operating angle increases. Therefore, the reaction force pressure introduced into the reaction force chamber 26 gradually increases as shown by the solid line in FIG. 6 as the variable aperture V5 (V6) begins to open, and the handle torque increases in proportion to this.
【００２０】上記した実施例においては、電磁絞り弁２
８を車速に応じて絞り面積を制御する例について述べた
が、車速の他に操舵角、操舵角速度等に応じて制御する
こともできる。また、上記した実施例においては、車速
に応じて反力圧を制御するために、電磁絞り弁２８およ
び固定絞り弁２９を設けた例について述べたが、パワー
シリンダ１２の両油室の差圧（アシスト圧）を直接反力
室に導入することもでき、この場合には電磁絞り弁２８
および固定絞り２９を省略することができる。In the above embodiment, the electromagnetic throttle valve 2
Although the example in which the throttle area is controlled according to the vehicle speed has been described above, it is also possible to control according to the steering angle, the steering angular speed, and the like in addition to the vehicle speed. Further, in the above-described embodiment, the example in which the electromagnetic throttle valve 28 and the fixed throttle valve 29 are provided in order to control the reaction pressure according to the vehicle speed has been described, but the differential pressure between both oil chambers of the power cylinder 12 is described. (Assist pressure) can be directly introduced into the reaction force chamber. In this case, the electromagnetic throttle valve 28
The fixed diaphragm 29 can be omitted.
【００２１】[0021]
【発明の効果】以上述べたように本発明は、パワーシリ
ンダに接続する第２の制御部の各可変絞りのうちポンプ
側の可変絞りをセンタクローズバルブにて構成するとと
もに、パワーシリンダの高圧側油室を反力室に接続する
ようにした構成であるので、油圧反力装置に初期クリア
ランスが生じている場合においてもその初期クリアラン
スをバルブ作動角のオーバラップの中で吸収することが
できるようになる。As described above, according to the present invention, of the variable throttles of the second controller connected to the power cylinder, the variable throttle on the pump side is constituted by the center close valve, and the high pressure side of the power cylinder is used. Since the oil chamber is connected to the reaction force chamber, even if the hydraulic reaction force device has an initial clearance, the initial clearance can be absorbed within the overlap of the valve operating angles. become.
【００２２】従って油圧反力装置の初期クリアランスに
起因する急激なトルク変化を防止でき、操舵の中立から
微小操舵角範囲においてスムーズな反力特性が得られ、
特に高速域における操舵フィーリングを向上できる効果
がある。Therefore, abrupt torque change due to the initial clearance of the hydraulic reaction force device can be prevented, and smooth reaction force characteristics can be obtained in the range from neutral steering to minute steering angle.
Particularly, there is an effect that the steering feeling can be improved in the high speed range.
【図１】本発明の実施例を示す動力舵取装置の全体構成
図である。FIG. 1 is an overall configuration diagram of a power steering apparatus showing an embodiment of the present invention.
【図２】制御弁の半周部分を展開した展開図である。FIG. 2 is a development view in which a half circumference portion of a control valve is developed.
【図３】図２のＡ部の詳細図である。FIG. 3 is a detailed view of a portion A of FIG.
【図４】図２のＢ部の詳細図である。FIG. 4 is a detailed view of a B part in FIG.
【図５】バルブ作動角と可変絞りの開口面積との関係を
示すグラフである。FIG. 5 is a graph showing a relationship between a valve operating angle and an opening area of a variable diaphragm.
【図６】バルブ作動角とシリンダ差圧との関係を示すグ
ラフである。FIG. 6 is a graph showing the relationship between valve operating angle and cylinder differential pressure.
【図７】バルブ作動角とハンドルトルクとの関係を示す
グラフである。FIG. 7 is a graph showing the relationship between valve operating angle and handle torque.
【図８】従来の油圧反力装置を示す図である。FIG. 8 is a view showing a conventional hydraulic reaction force device.
【図９】従来におけるバルブ作動角とハンドルトルクと
の関係を示すグラフである。FIG. 9 is a graph showing a conventional relationship between a valve operating angle and a handle torque.
１０ ポンプ １１ リザーバ １２ パワーシリンダ １３ ステアリングホイール ２３ 第１の制御部 ２４ 第２の制御部 ２６ 反力室 ３１ レバー ３２ プランジャ Ｖ１〜Ｖ８ 可変絞り 10 pumps 11 Reservoir 12 power cylinders 13 steering wheel 23 First Control Unit 24 Second control unit 26 Reaction Chamber 31 lever 32 Plunger V1 to V8 variable aperture
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B62D 5/083 B62D 6/00 ─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. 7 , DB name) B62D 5/083 B62D 6/00
Claims (2)
４つの流路に可変絞りをそれぞれ設け、ハンドル操舵に
応じてポンプより供給された作動油を絞り制御する第１
の制御部と、前記ポンプとパワーシリンダの両油室とリ
ザーバとにそれぞれ接続する４つの流路に可変絞りをそ
れぞれ設け、ハンドル操舵に応じてポンプよりパワーシ
リンダに供給される作動油を絞り制御する第２の制御部
と、前記パワーシリンダの高圧側油室に接続される反力
室とを備え、前記パワーシリンダに接続する前記第２の
制御部の各可変絞りのうちポンプ側の可変絞りをセンタ
クローズバルブにて構成し、前記第２の制御部の各可変
絞りのうちリザーバ側の可変絞りならびに前記第１の制
御部の各可変絞りをセンタオープンバルブにて構成した
ことを特徴とする動力舵取装置。1. A first throttle valve for controlling hydraulic oil supplied from a pump according to steering of a steering wheel, each of which is provided with a variable throttle in each of four flow paths connected to a pump and a reservoir.
And a variable throttle in each of the four flow paths connected to the oil chamber and the reservoir of the pump and the power cylinder, respectively, and the hydraulic oil supplied from the pump to the power cylinder in response to steering of the steering wheel is throttled. A variable throttle on the pump side of the variable throttles of the second controller connected to the power cylinder. Is a center close valve, and among the variable throttles of the second controller, the variable throttles on the reservoir side and the variable throttles of the first controller are constituted by center open valves. Power steering device.
４つの流路に可変絞りをそれぞれ設け、ハンドル操舵に
応じてポンプより供給された作動油を絞り制御する第１
の制御部と、前記ポンプとパワーシリンダの両油室とリ
ザーバとにそれぞれ接続する４つの流路に可変絞りをそ
れぞれ設け、ハンドル操舵に応じてポンプよりパワーシ
リンダに供給される作動油を絞り制御する第２の制御部
と、前記パワーシリンダの高圧側油室に接続される反力
室と、この反力室に導入される油圧を車速等に応じて制
御する電磁弁とを備え、前記パワーシリンダに接続する
前記第２の制御部の各可変絞りのうちポンプ側の可変絞
りをセンタクローズバルブにて構成し、前記第２の制御
部の各可変絞りのうちリザーバ側の可変絞りならびに前
記第１の制御部の各可変絞りをセンタオープンバルブに
て構成したことを特徴とする動力舵取装置。2. A variable throttle is provided in each of the four flow paths connected to the pump and the reservoir, and the hydraulic oil supplied from the pump is throttle-controlled in response to steering of the steering wheel.
And a variable throttle in each of the four flow paths connected to the oil chamber and the reservoir of the pump and the power cylinder, respectively, and the hydraulic oil supplied from the pump to the power cylinder in response to steering of the steering wheel is throttled. A second control unit, a reaction force chamber connected to the high pressure side oil chamber of the power cylinder, and an electromagnetic valve that controls the hydraulic pressure introduced into the reaction force chamber according to the vehicle speed and the like. Of the variable throttles of the second control section connected to the cylinder, the variable throttle on the pump side is formed of a center close valve, and the variable throttle on the reservoir side and the first variable throttle of the second control section are formed. 1. A power steering apparatus characterized in that each variable throttle of the control unit 1 is constituted by a center open valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27256193A JP3453816B2 (en) | 1993-10-29 | 1993-10-29 | Power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27256193A JP3453816B2 (en) | 1993-10-29 | 1993-10-29 | Power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07117695A JPH07117695A (en) | 1995-05-09 |
| JP3453816B2 true JP3453816B2 (en) | 2003-10-06 |
Family
ID=17515627
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27256193A Expired - Fee Related JP3453816B2 (en) | 1993-10-29 | 1993-10-29 | Power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3453816B2 (en) |
-
1993
- 1993-10-29 JP JP27256193A patent/JP3453816B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07117695A (en) | 1995-05-09 |
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