JPH0659836B2 - Control valve for power steering device - Google Patents
Control valve for power steering deviceInfo
- Publication number
- JPH0659836B2 JPH0659836B2 JP61228456A JP22845686A JPH0659836B2 JP H0659836 B2 JPH0659836 B2 JP H0659836B2 JP 61228456 A JP61228456 A JP 61228456A JP 22845686 A JP22845686 A JP 22845686A JP H0659836 B2 JPH0659836 B2 JP H0659836B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle
- steering
- opening
- diaphragm
- power cylinder
- 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 - Lifetime
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- Power Steering Mechanism (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明はパワーステアリング装置のコントロールバルブ
に関するものである。The present invention relates to a control valve for a power steering device.
（従来の技術） パワーステアリング装置は、コントロールバルブが操舵
負荷に応じて発生させたアシスト圧にパワーシリンダを
応動させることにより舵取方向にパワーアシストと、軽
快な動力操向を可能ならしめるものである。(Prior Art) A power steering system enables power assist in the steering direction and light power steering by causing the power cylinder to respond to the assist pressure generated by the control valve according to the steering load. is there.
この目的のためコントロールバルブは、ポンプからの作
動流体を分流される第１系及び第２系を具え、これらに
夫々パワーシリンダの２室を接続し、第１系のパワーシ
リンダ接続点より上流側及び第２系のパワーシリンダ接
続点より下流側に夫々一方向操舵負荷に応じて開度減少
する第１絞りを、又第２系のパワーシリンダ接続点より
上流側及び第１系のパワーシリンダ接続点より下流側に
夫々他方向操舵負荷に応じて開度減少する第２絞りを設
けた構成にするのが普通である。For this purpose, the control valve comprises a first system and a second system in which the working fluid from the pump is diverted, to which two chambers of the power cylinder are connected, respectively, and which is located upstream of the connection point of the power cylinder of the first system. And a first throttle that decreases in opening degree according to a one-way steering load, respectively, downstream of the power cylinder connection point of the second system, and a power cylinder connection of the upstream side and the first system from the power cylinder connection point of the second system It is usual to have a configuration in which second throttles each of which has an opening degree that decreases in accordance with the steering load in the other direction are provided on the downstream side of the point.
しかしてこの場合、コントロールバルブは操舵負荷に対
するアシスト圧変化特性を一種しか持たないこととな
り、例えば車速に応じ第11図中ａ，ｂ，ｃの如くに変化
するのが良いとされる要求特性にマッチしない。However, in this case, the control valve has only one type of assist pressure change characteristic with respect to the steering load, and for example, the required characteristic that it is preferable to change according to the vehicle speed as shown in a, b, c in FIG. Does not match.
そこで従来、昭和59年６月29日社団法人自動車技術会編
「最近のシャシ技術と車両運動性能に関するシンポジウ
ム」中第24頁に記載の如き流量制御式パワーステアリン
グ装置や、三菱自動車工業(株)製ギャランに採用されて
いる油圧反力制御式パワーステアリング装置及び特開昭
61−139563号公報に関示される如きパワーステアリング
が提案された。これらはいずれも第11図の要求特性にマ
ッチして、据切り時の操舵力を小さくし、車速上昇につ
れ操舵力を大きくして安定した操縦を可能にするもので
ある。Therefore, conventionally, the flow control power steering device as described on page 24 of "Symposium on recent chassis technology and vehicle dynamic performance" edited by The Society of Automotive Engineers of Japan on June 29, 1984, and Mitsubishi Motors Corporation Hydraulic reaction force control type power steering device used in Galan manufactured
A power steering system has been proposed as disclosed in Japanese Patent Publication No. 61-139563. All of these match the required characteristics of Fig. 11 and reduce the steering force during stationary operation and increase the steering force as the vehicle speed increases to enable stable steering.
（発明が解決しようとする問題点） しかし前記の流量制御式のように、車速に対応した所定
の比率で作動流体供給量を増減することにより操舵力を
制御するものにおいては、高車速での要求操舵力に合わ
せて作動流体供給量を少なくすると、高車速での急操舵
時作動流体供給量がコントロールバルブの要求流量以下
となって操舵力が急に重くなることが懸念される。かと
言って、この要求流量に合わせて作動流体供給量を多く
すると、比例制御のため据切り時の作動流体供給量が過
分に増大してしまい、作動流体ポンプの容量が大きくな
る。この場合、装置全体の発熱量が増加し、過分な熱対
策の必要が生じてコスト高となる。(Problems to be Solved by the Invention) However, in the case of controlling the steering force by increasing / decreasing the working fluid supply amount at a predetermined ratio corresponding to the vehicle speed, as in the above-described flow rate control type, at a high vehicle speed, If the working fluid supply amount is reduced in accordance with the required steering force, there is a concern that the steering fluid suddenly becomes heavy because the working fluid supply amount at the time of rapid steering at a high vehicle speed becomes less than the required flow rate of the control valve. However, if the working fluid supply amount is increased according to the required flow rate, the working fluid supply amount at the time of stationary operation is excessively increased due to the proportional control, and the capacity of the working fluid pump increases. In this case, the amount of heat generated by the entire device increases, and excessive heat countermeasures are required, resulting in high cost.
なお、流量制御式としては、コントロールバルブ自体へ
の流体供給量を車速に応じて増減する最も一般的なもの
の他に、特開昭６０−１０７３号公報に示される如くパ
ワーシリンダに関連して車速変化に応動する絞りを付加
し、パワーシリンダへの流体供給量を増減するものがあ
るが、当該型式の流量制御型パワーステアリング装置と
て、上記の問題がパワーシリンダへの流体供給量の過
少、過多に起因することから、同様の課題を免れない。In addition to the most general flow rate control type in which the amount of fluid supplied to the control valve itself is increased / decreased according to the vehicle speed, a vehicle speed related to the power cylinder is disclosed in Japanese Patent Laid-Open No. 60-1073. There is one that increases or decreases the amount of fluid supplied to the power cylinder by adding a throttle that responds to changes, but in the case of the flow control type power steering device of this type, the above problem is caused by an excessive amount of fluid supply to the power cylinder, The same problem cannot be avoided because it is caused by excess.
また、前記の油圧反力制御式パワーステアリング装置で
は、コントロールバルブの他に油圧反力を発生させるた
めの反力室及び反力ピストンに相当する部品や、反力圧
を制御するための油圧切換バルブを別途必要とし、構造
や配管系が大型且つ複雑となるのを避けられず、コスト
高であると共に、大きな装置スペースが必要であった。Further, in the above hydraulic reaction force control type power steering device, in addition to the control valve, components corresponding to a reaction force chamber and a reaction force piston for generating a hydraulic reaction force, and a hydraulic pressure switching for controlling a reaction force pressure. A separate valve was required, and the structure and piping system were inevitably large and complicated, which was costly and required a large apparatus space.
さらに、前記特開昭61−139563号公報に開示される装置
はコントロールバルブを２組並列に配し、一方のバルブ
の特性に対し、他方のバルブの特性をステアリング入力
トルクとは独立して制御可能な可変絞りの開度を変化さ
せて付加することによって可変特性とするものであり、
２組のコントロールバルブを独立して設けるために、コ
ントロールバルブとしてのロータリバルブの溝群を軸方
向に直列に並べており、溝の加工、特に円筒形状である
バルブボディの内径部に設ける溝の加工が非常に困難
で、加工工数が増加してしまう。また、２組のコントロ
ールバルブを構成する溝群の夫々対応する溝と溝とは中
心が一致していなければならないため、２組の溝群は互
いに正確な周方向の相対位置関係が要求され、加工のコ
ストが増加してしまう。さらに、前述したごとく２組の
溝群をロータリバルブの軸方向に直列に並べているた
め、軸方向寸法が増大して大型化してしまう。Further, in the device disclosed in Japanese Patent Laid-Open No. 61-139563, two sets of control valves are arranged in parallel, and the characteristic of one valve is controlled independently of the steering input torque with respect to the characteristic of the other valve. It is a variable characteristic by changing and adding the possible opening of the variable throttle.
In order to provide two sets of control valves independently, the groove groups of the rotary valve as a control valve are arranged in series in the axial direction, and the groove processing, especially the groove processing provided in the inner diameter portion of the cylindrical valve body Is very difficult and the processing man-hour will increase. In addition, since the corresponding grooves of the two groups of control valves and the corresponding grooves must have their centers coincident with each other, the two groups of grooves are required to have an accurate relative positional relationship in the circumferential direction. The processing cost will increase. Furthermore, since the two groove groups are arranged in series in the axial direction of the rotary valve as described above, the axial dimension increases and the size increases.
（問題点を解決するための手段） 本発明は、これらの問題を生ずることなく要求特性が得
られるようなパワーステアリング装置のコントロールバ
ルブを提案するもので、 前記第１系及び第２系の作動流体入口部及び作動流体出
口部の少なくとも一方に、隣接する第１絞りと連動して
開度減少する第３絞り及び隣接する第２絞りと連動して
開度減少する第４絞りを設け、 これら第３絞り及び隣接する第１絞り間と、第４絞り及
び隣接する第２絞り間とを、操舵負荷以外の因子により
開度制御される第５絞りで連絡させた構成に特徴づけら
れる。(Means for Solving Problems) The present invention proposes a control valve for a power steering device which can obtain required characteristics without causing these problems, and the operation of the first system and the second system. At least one of the fluid inlet portion and the working fluid outlet portion is provided with a third throttle whose opening decreases in conjunction with the adjacent first throttle and a fourth throttle whose opening decreases in conjunction with the adjacent second throttle. It is characterized in that the third throttle and the first throttle adjacent to each other and the fourth throttle and the second throttle adjacent to each other are connected by a fifth throttle whose opening is controlled by factors other than the steering load.
（作 用） 一方向舵取操作時第１系および第２系の第１絞りが操舵
負荷に応じて開度減少する。これにより両第１絞りの上
流にアシスト圧が発生してパワーシリンダの対応室に供
給され、パワーシリンダは舵取方向のパワーアシストに
より動力操向を可能ならしめる。他方向舵取操作時第１
系及び第２系の第２絞りが操舵負荷に応じて開度減少す
る。これにより両第２絞りの上流にアシスト圧が発生し
てパワーシリンダの対応室に供給され、パワーシリンダ
は舵取方向のパワーアシストにより動力操向を可能なら
しめる。(Operation) During one-way steering operation, the first throttles of the first system and the second system decrease in opening according to the steering load. As a result, an assist pressure is generated upstream of both first throttles and supplied to the corresponding chamber of the power cylinder, and the power cylinder enables power steering by power assist in the steering direction. First steering operation in the other direction
The second throttles of the system and the second system decrease in opening according to the steering load. As a result, an assist pressure is generated upstream of both second throttles and supplied to the corresponding chamber of the power cylinder, and the power cylinder enables power steering by power assist in the steering direction.
そして、一方向舵取操作時第３絞りは隣接する第１絞り
と連動して開度減少し、ここで第５絞りを操舵負荷以外
の因子により開度制御すると、第３絞り及び第５絞りの
合成等価開度で決まる特性をもって、つまり上記因子に
よりアシスト圧を制御することができる。他方向舵取操
作時第４絞りは隣接する第２絞りと連動して開度減少
し、ここで第５絞りを上記因子により開度制御すると、
第４絞り及び第５絞りの合成等価開度で決まる特性をも
って、つまり上記因子によりアシスト圧を制御すること
ができる。そして、上記因子を例えば車速とすることに
より、車速毎にアシスト圧を要求特性にマッチしたもの
とすることができる。Then, during the one-direction steering operation, the opening of the third throttle decreases in conjunction with the adjacent first throttle, and if the opening of the fifth throttle is controlled by a factor other than the steering load, the third throttle and the fifth throttle can be controlled. The assist pressure can be controlled by the characteristic determined by the combined equivalent opening, that is, by the above factors. At the time of steering operation in the other direction, the opening of the fourth throttle decreases in conjunction with the adjacent second throttle, and if the opening of the fifth throttle is controlled by the above factors,
It is possible to control the assist pressure with a characteristic determined by the combined equivalent opening of the fourth throttle and the fifth throttle, that is, by the above factors. Then, by setting the above-mentioned factor to, for example, the vehicle speed, the assist pressure can be made to match the required characteristics for each vehicle speed.
ところが、かかる要求特性を得るに当たって上記因子の
みによって開度制御される第５絞りを用いる絞り開度制
御式としたため、作動流体供給量を少なくしていても、
高車速での急操舵時に作動流体供給量が要求量以下とな
って操舵力が急に重くなるような危険を生ずることがな
いと共に、吐出量の小さなポンプでよいため、音や熱対
策が不要でコスト上有利な他、構造の簡易化及び小型化
が可能となる。However, in order to obtain such required characteristics, since the throttle opening degree control system that uses the fifth throttle valve whose opening degree is controlled only by the above factors is adopted, even if the working fluid supply amount is reduced,
There is no risk that the amount of working fluid supplied will be less than the required amount and the steering force will suddenly become heavy at the time of sudden steering at high vehicle speed, and a pump with a small discharge amount will suffice, so no noise or heat countermeasures are required. In addition to being advantageous in terms of cost, the structure can be simplified and downsized.
（実施例） 以下、図示の実施例に基づき本発明を詳細に説明する。(Example) Hereinafter, the present invention will be described in detail based on an illustrated example.
第１図は本発明コントロールバルブの一実施例を流体回
路として示したもので、このコントロールバルブはポン
プ10からの作動流体を分流される第１系11及び第２系12
を具え、これら相互に並列な第１系11及び第２系12に夫
々パワーシリンダ13の室13a，13bを接続する。FIG. 1 shows an embodiment of a control valve of the present invention as a fluid circuit. The control valve is divided into a first system 11 and a second system 12 into which a working fluid from a pump 10 is diverted.
The chambers 13a and 13b of the power cylinder 13 are respectively connected to the first system 11 and the second system 12 which are parallel to each other.
第１系11のパワーシリンダ接続点11aより上流側及び第
２系12のパワーシリンダ接続点12aより下流側に夫々右
操舵負荷に応じて開度減少する第１絞り1a，1bを設け
る。又第２系12のパワーシリンダ接続点12aより上流側
及び第１系11のパワーシリンダ接続点11aより下流側に
夫々左操舵負荷に応じて開度減少する第２絞り2a，2bを
設ける。First throttles 1a and 1b whose opening degree decreases according to the right steering load are provided upstream of the power cylinder connection point 11a of the first system 11 and downstream of the power cylinder connection point 12a of the second system 12, respectively. Further, second throttles 2a, 2b whose opening degree is reduced in accordance with the left steering load are provided upstream of the power cylinder connection point 12a of the second system 12 and downstream of the power cylinder connection point 11a of the first system 11, respectively.
そして、第１系11及び第２系12の作動流体出口部に第１
絞り1bと直列に第３絞り３、第２絞り2bと直列に第４絞
り４を設け、第３絞り３は隣接する第１絞り1bと連動し
て開度減少し、第４絞り４は隣接する第２絞り2bと連動
して開度減少するものとする。又、第３絞り３及び第１
絞り1b間と、第４絞り４及び第２絞り2b間とを第５絞り
５により連絡させる。Then, the first fluid is provided at the working fluid outlet portion of the first system 11 and the second system 12.
A third diaphragm 3 is provided in series with the diaphragm 1b, and a fourth diaphragm 4 is provided in series with the second diaphragm 2b. The opening of the third diaphragm 3 decreases in conjunction with the adjacent first diaphragm 1b, and the fourth diaphragm 4 is adjacent. It is assumed that the opening degree is reduced in conjunction with the second diaphragm 2b that operates. Also, the third diaphragm 3 and the first
The fifth diaphragm 5 communicates between the diaphragms 1b and between the fourth diaphragm 4 and the second diaphragm 2b.
第１絞り1a，1b、第２絞り2a，2b、第３絞り３及び第４
絞り４は夫々前記した処から明かなようにステアリング
ホイール14による舵取操作中操舵負荷に応じて開度を減
少されるが、夫々の絞り開度変化特性は第２図の如くに
定める。つまり、第１絞り1a及び第２絞り2aは夫々同図
(a)に示す如く操舵負荷の方向が逆であるものの、比較
的小さな操舵負荷Ｔcで閉じ切るようなものとし、第１
絞り1b及び第２絞り2bは夫々同図(b)に示す如く操舵負
荷の方向が逆であるものの、比較的大きな操舵負荷
Ｔc′で閉じ切るようなものとし、第３絞り３及び第４
絞り４は夫々同図(c)に示す如く操舵負荷の方向が逆で
あるものの、Ｔcより大きくＴc′より小さな操舵負荷Ｔ
c″で閉じ切るようなものとする。1st diaphragm 1a, 1b, 2nd diaphragm 2a, 2b, 3rd diaphragm 3 and 4th
As will be apparent from the above description, the apertures 4 have their apertures reduced according to the steering load during the steering operation by the steering wheel 14, and the respective aperture aperture change characteristics are determined as shown in FIG. That is, the first diaphragm 1a and the second diaphragm 2a are shown in FIG.
As shown in (a), although the direction of the steering load is opposite, the steering load is closed with a relatively small steering load T c .
The throttle 1b and the second throttle 2b have steering loads in opposite directions as shown in FIG. 2 (b), respectively, but are closed by a relatively large steering load T c ′.
Diaphragm 4 Although the direction of the steering load as shown in each figure (c) is reversed, a small steering load from greater than T c T c 'T
It should be closed with c ″.
しかし、第５絞り５は操舵負荷以外の因子、例えば第11
図の要求特性に合わせて車速に応じて開度制御すること
とし、第２図(d)の如く車速０の停車全閉、車速上昇に
つれて開度を増すものとする。However, the fifth throttle 5 has factors other than the steering load, such as the 11th
The opening is controlled according to the vehicle speed in accordance with the required characteristics shown in the figure. As shown in FIG. 2 (d), the vehicle opening is stopped and fully closed, and the opening is increased as the vehicle speed increases.
上記実施例の作用を次に説明する。The operation of the above embodiment will be described below.
ステアリングホイール14の非操舵時、ポンプ10からの作
動流体は、絞り1a，2aの開度が同じで、絞り1b，2bの開
度が同じで、絞り３，４の開度が同じため、第１系11及
び第２系12等に等しく分流させてポンプ10に戻る。従っ
て、パワーシリンダ室13a，13b内は等しく無圧状態に保
たれ、アシスト力を生ずることなく非操舵状態を保ち得
る。When the steering wheel 14 is not steered, the working fluid from the pump 10 has the same opening of the throttles 1a and 2a, the same opening of the throttles 1b and 2b, and the same opening of the throttles 3 and 4. The first system 11 and the second system 12 are equally divided and returned to the pump 10. Therefore, the insides of the power cylinder chambers 13a and 13b are equally maintained in a pressureless state, and the non-steering state can be maintained without generating an assist force.
ここでステアリングホイール14を右操舵すると、 絞り1a，1b、３が第２図の特性に沿って開度減少し、絞
り2a，2b、４が開度増大する。かくて絞り1a，1bの上流
にアシスト圧が発生してパワーシリンダ室13bに供給さ
れ、他方のパワーシリンダ室13aが無圧状態に保たれ
る。これによりパワーシリンダ当該右操舵をパワーアシ
ストし、動力操向を可能ならしめる。When the steering wheel 14 is steered to the right, the apertures 1a, 1b, 3 decrease in opening along the characteristics shown in FIG. 2, and the apertures 2a, 2b, 4 increase in opening. Thus, the assist pressure is generated upstream of the throttles 1a and 1b and supplied to the power cylinder chamber 13b, so that the other power cylinder chamber 13a is kept in a non-pressure state. This power assists the right steering of the power cylinder and enables power steering.
次にアシスト圧変化特性を考察するに、先ず車速０の停
車中絞り５は第２図(d)より明かな通り全閉である。こ
の時、絞り３，５の合成等価開度は絞り５が全閉のた
め、絞り３の開度Ｓ3に等しく、これと絞り1bの合成等
価開度ＳAは絞り1bの開度をＳ2とすると、 で表される。Next, considering the assist pressure change characteristic, first, the stop 5 at a vehicle speed of 0 is fully closed, as is clear from FIG. 2 (d). At this time, since synthetic equivalents opening the aperture 5 of the diaphragm 3, 5 is fully closed, equal to the opening degree S 3 of the diaphragm 3, which the aperture 1b synthetic equivalents opening S A is the aperture size of the diaphragm 1b of S If 2 , It is represented by.
このことを理論説明するに、絞り1bによる圧力降下Ｐ2
はこれへの作動流体通過量をＱ、作動流体の比重をρ、
重力の加速度をｇとすると、 で表され、又絞り３による圧力降下Ｐ3は で表される。従って、両絞り1b，３による圧力降下Ｐ＝
Ｐ2＋Ｐ3は となり、これにより上記の通り であることが判る。To theoretically explain this, the pressure drop P 2 due to the throttle 1b
Is Q, the specific gravity of the working fluid is ρ,
If the acceleration of gravity is g, And the pressure drop P 3 due to the throttle 3 is It is represented by. Therefore, the pressure drop P by both throttles 1b and 3 is P =
P 2 + P 3 is And as above It turns out that
最後に、このＳAと絞り1aの開度Ｓ1との合成等価開度Ｓ
は両者が並列であるため となる。Finally, the synthetic equivalent opening S of this S A and the opening S 1 of the throttle 1a
Because both are in parallel Becomes
ところで走行中は、絞り５が車速の上昇につれ第２図
(d)の如く開度Ｓ5を増す。この時絞り３，５の合成等価
開度ＳBは ＳB＝Ｓ3＋Ｓ5 となり、これと絞り1bとの合成等価開度ＳAは で表される。よって、全体的な合成等価開度Ｓは となる。By the way, while traveling, the throttle 5 increases as the vehicle speed increases.
The opening S 5 is increased as shown in (d). At this time, the combined equivalent opening degree S B of the throttles 3 and 5 is S B = S 3 + S 5 , and the combined equivalent opening degree S A between this and the throttle 1b is It is represented by. Therefore, the overall synthetic equivalent opening S is Becomes
(1)式，(2)式の比較から明かなように、停車中より走行
中の方が合成等価開度Ｓが大きく、又車速の上昇につれ
Ｓ5が増えて合成等価開度Ｓが益々大きくなることか
ら、当該右操舵時アシスト圧特性は第11図中第１象限に
示す如く車速上昇につれ低下するようなものとなり、要
求特性にマッチさせることができる。As is clear from the comparison of the equations (1) and (2), the combined equivalent opening S is larger when the vehicle is running than when the vehicle is stopped, and S 5 increases as the vehicle speed increases, and the combined equivalent opening S increases more and more. Since it becomes large, the assist pressure characteristic at the time of right steering decreases as the vehicle speed increases, as shown in the first quadrant in FIG. 11, and it is possible to match the required characteristic.
なお、ステアリングホイール14を左操舵する時は、操舵
負荷に応じて絞り2a，2b，４が開度減少することで、絞
り５の車速に応じた開度制御と相俟って、上記右操舵時
と同様の動力操向及び第11図中第２象限に示すようなア
シスト圧制御が可能である。When the steering wheel 14 is steered to the left, the apertures of the throttles 2a, 2b, 4 are reduced according to the steering load, so that the right steering is performed in combination with the control of the aperture of the throttle 5 according to the vehicle speed. Power steering similar to that at time and assist pressure control as shown in the second quadrant in FIG. 11 are possible.
第３図及び第４図は上記実施例をラックアンドピニオン
型ステアリングギヤ用のロータリ型コントロールバルブ
として構成した具体例を示し、第５図及び第６図は上記
実施例をラックアンドピニオン型ステアリングギヤ用の
スプール型コントロールバルブとして構成した具体例を
示す。FIGS. 3 and 4 show specific examples in which the above embodiment is configured as a rotary type control valve for a rack and pinion type steering gear, and FIGS. 5 and 6 show the above embodiment as a rack and pinion type steering gear. A specific example configured as a spool type control valve for a vehicle is shown.
第３図及び第４図の例では、図示せざるラックに噛合し
てこれを長手方向にストロークさせることにより車輪転
舵が可能なピニオン20にトーションバー21を突設する。
トーションバー21に隙間22を持ってコントロールバルブ
のインナスリーブ23を遊嵌し、トーションバー21及びイ
ンナスリーブ23をピン24によりかんぬき結合する。コン
トロールバルブのアウタスリーブ25はインナスリーブ23
及びバルブボデー26間に回転自在に嵌合すると共にピン
27でピニオン20に結合する。インナスリーブ23はステア
リングホイール14（第１図参照）に結合して操舵力を入
力するようになし、この操舵力はトーションバー21を介
しピニオン20に伝達されて舵取を可能にする。In the example shown in FIGS. 3 and 4, a torsion bar 21 is provided on a pinion 20 capable of steering wheels by engaging a rack (not shown) and making a stroke in the longitudinal direction.
An inner sleeve 23 of the control valve is loosely fitted in the torsion bar 21 with a gap 22 therebetween, and the torsion bar 21 and the inner sleeve 23 are connected by a pin 24. The outer sleeve 25 of the control valve is the inner sleeve 23.
And valve body 26 are rotatably fitted and pin
It binds to pinion 20 at 27. The inner sleeve 23 is connected to the steering wheel 14 (see FIG. 1) to input a steering force, and this steering force is transmitted to the pinion 20 via the torsion bar 21 to enable steering.
かかる操舵中トーションバー21は操舵負荷に応じて捩じ
られることによりスリーブ23，25間に舵取方向の相対回
転を生ぜしめるが、この相対回転により開度変化するよ
う前記の絞り1a，1b，2a，2b，３，４（第１図参照）を
第４図に明示する如く両スリーブ23，25間に設ける。The torsion bar 21 during the steering causes a relative rotation in the steering direction between the sleeves 23 and 25 by being twisted according to the steering load. The relative rotation causes the apertures 1a, 1b, 2a, 2b, 3 and 4 (see FIG. 1) are provided between the sleeves 23 and 25 as clearly shown in FIG.
第４図において実線矢印は右操舵時の回転方向、点線矢
印は左操舵時の回転方向を夫々示し、本例では第１図に
示す第１系11及び第２系12を３組有する構成とした。こ
れがため、アウタスリーブ25にポンプ10からの作動流体
を受ける３個のポート25aを円周方向等間隔に穿設し、
これらポート25a間に位置するようインナスリーブ23の
外周に３個の縦溝23aを設け、これら縦溝隙間22を経て
ドレイン室28（第３図参照）に通じさせることにより、
作動流体をポンプ10に戻す用をなすものとする。In FIG. 4, solid arrows indicate the direction of rotation during right steering, and dotted arrows indicate the direction of rotation during left steering. In this example, there are three sets of first system 11 and second system 12 shown in FIG. did. Therefore, the outer sleeve 25 is provided with three ports 25a for receiving the working fluid from the pump 10 at equal intervals in the circumferential direction,
By providing three vertical grooves 23a on the outer circumference of the inner sleeve 23 so as to be located between these ports 25a, and communicating with the drain chamber 28 (see FIG. 3) through these vertical groove gaps 22,
It shall serve to return the working fluid to the pump 10.
インナスリーブ23の外周には更に、隣り合う縦溝23a間
に配してポート25aと通ずる縦溝23bを設けると共に、縦
溝23bの両側に配して縦溝23c，23dを設ける。アウタス
リーブ25の内周には、縦溝23b，23cに対し周方向にオー
バーラップして絞り1a，2bを形成する縦溝25bと、縦溝2
3b，23dに対し周方向にオーバーラップして絞り2a，1b
を形成する縦溝25cと、隣り合う縦溝23aに対し周方向に
オーバーラップして絞り３，４を形成する縦溝25d，25e
とを設ける。Further, on the outer circumference of the inner sleeve 23, vertical grooves 23b are provided between the adjacent vertical grooves 23a and communicate with the port 25a, and vertical grooves 23c and 23d are provided on both sides of the vertical groove 23b. Along the inner circumference of the outer sleeve 25, a vertical groove 25b that overlaps the vertical grooves 23b and 23c in the circumferential direction to form stops 1a and 2b, and a vertical groove 2b.
Apertures 2a and 1b overlapping circumferentially with 3b and 23d
And a vertical groove 25c that forms a diaphragm 3 and a vertical groove 25c that overlaps the adjacent vertical groove 23a in the circumferential direction.
And.
各縦溝25bをパワーシリンダ室13aに、又各縦溝25cをパ
ワーシリンダ室13bに夫々接続し、各縦溝25dを絞り５の
一端に、又各縦溝25eを絞り５の他端に夫々接続するこ
とにより第１図の第１系11及び第２系11が３組形成され
たことになる。Each vertical groove 25b is connected to the power cylinder chamber 13a, and each vertical groove 25c is connected to the power cylinder chamber 13b. Each vertical groove 25d is connected to one end of the diaphragm 5, and each vertical groove 25e is connected to the other end of the diaphragm 5. By connecting, three sets of the first system 11 and the second system 11 in FIG. 1 are formed.
絞り５はソレノイド29の駆動電流に比例した電磁力によ
り開度増大するものとし、この電流をコントローラ30が
車速上昇につれ増大させるものとする。かくて、絞り５
の開度は第２図(d)に示す如く車速の上昇につれ増大さ
れることとなり、本具体例も前記したと同様の作用を奏
し得る。It is assumed that the aperture of the diaphragm 5 is increased by an electromagnetic force proportional to the drive current of the solenoid 29, and this current is increased as the controller 30 increases the vehicle speed. Thus, diaphragm 5
As shown in FIG. 2 (d), the opening degree of is increased as the vehicle speed increases, and this specific example can also exhibit the same operation as described above.
なお、本具体例においてアウタスリーブ25の内周に形成
する縦溝25b〜25eを夫々第４図の如く、溝幅方向中央面
が隣り合うもの同士、これら面の中央にあってアウタス
リーブ中心軸線を通る中心面に対し平行となるよう構成
すれば、隣り合う縦溝25b，25e同士及び25c，25d同士を
１個のカッターで同時加工できる。この場合、縦溝の本
数が多くても、加工工数を半減できると共に、隣り合う
縦溝間の加工位置ずれがなくて縦溝の加工精度を向上さ
せることができる。In this specific example, the vertical grooves 25b to 25e formed on the inner circumference of the outer sleeve 25 are adjacent to each other in the groove width direction center planes as shown in FIG. If it is configured to be parallel to the central plane passing through, the adjacent vertical grooves 25b and 25e and 25c and 25d can be simultaneously processed by one cutter. In this case, even if the number of flutes is large, the number of machining steps can be reduced by half, and the machining accuracy of the flutes can be improved because there is no positional deviation between the adjacent flutes.
なお、上述の例では特に第11図の要求を満足するために
第５絞り５を車速により開度制御することとしたが、そ
の制御因子としてはその他に次のようなものが考えられ
る。In the above example, the fifth throttle 5 is controlled in opening degree by the vehicle speed in order to particularly satisfy the requirement of FIG. 11, but other control factors may be considered as follows.
(1)ワイパースイッチに連動し、ワイパースピードが速
くなるにつれて、つまり雨量の増大につれてソレノイド
駆動電流を増し、操舵力を重くすることで、雨天での急
操舵にともなう危険を防止する。(1) By interlocking with the wiper switch, the solenoid drive current is increased as the wiper speed increases, that is, as the amount of rainfall increases, and the steering force is increased to prevent the danger associated with sudden steering in the rain.
(2)駆動輪と非駆動輪との回転差が多くなるにつれ、つ
まり路面がスリップし易くなるにつれ、ソレノイド駆動
電流を増して操舵力を重くすることにより、雪道や凍結
路での急操舵にともなう危険を防止する。(2) As the rotational difference between the driving wheels and the non-driving wheels increases, that is, as the road surface easily slips, the solenoid drive current is increased to make the steering force heavier, which results in a sudden steering on a snowy road or an icy road. Prevent the danger associated with
(3)運転者がソレノイド駆動電流を自由選択できるよう
にし、運転者の好みに応じた操舵力が得られるようにす
る。(3) Allow the driver to freely select the solenoid drive current so that the steering force according to the driver's preference can be obtained.
(4)車体加減速度の発生頻度から運転状態を判別し、こ
れにより第２図(d)の絞り開度変化特性を変化させる。(4) The operating state is determined from the frequency of vehicle body acceleration / deceleration, and the throttle opening change characteristic of FIG. 2 (d) is changed accordingly.
(5)操舵角及び舵角速度から第２図(d)の絞り開度変化特
性を変化させる。(5) The throttle opening change characteristic of FIG. 2 (d) is changed from the steering angle and the steering angular velocity.
(6)操舵輪（前輪）荷重に応じて第２図(d)の絞り開度変
化特性を変化させる。(6) The throttle opening change characteristic of FIG. 2 (d) is changed according to the load of the steered wheels (front wheels).
第５図及び第６図のスプール型コントロールバルブの具
体例では、ラック31と噛合するピニオン20の第６図に実
線で示す右操舵回転中操舵負荷に応じ同図中右行し、ピ
ニオン20の第６図に点線で示す左操舵回転中操舵負荷に
応じ同図中左行するスプール32を設ける、そして、この
スプールとバルブボデー26との間に第１図につき前述し
た絞り1a，1b，2a，2b，３，４を形成し、絞り1a，2a間
にポンプ10からの作動流体を供給すると共に、コントロ
ールバルブからの戻り流体を絞り３，４間からポンプ10
に戻す。又、絞り1a，2b間をパワーシリンダ室13aに、
絞り1b，2a間をパワーシリンダ室13bに夫々接続し、絞
り1b，３間を絞り５の一端に、絞り2a，４間を絞り５の
他端に接続する。In the specific example of the spool type control valve shown in FIGS. 5 and 6, the pinion 20 meshing with the rack 31 goes to the right in FIG. 6 according to the steering load during the right steering rotation shown by the solid line in FIG. A spool 32 is provided to the left in the drawing according to the steering load during the left steering rotation shown by the dotted line in FIG. 6, and the throttles 1a, 1b and 2a described above with reference to FIG. 1 are provided between this spool and the valve body 26. , 2b, 3 and 4 are formed, the working fluid from the pump 10 is supplied between the throttles 1a and 2a, and the return fluid from the control valve is pumped from between the throttles 3 and 4 to the pump 10.
Return to. Moreover, between the throttles 1a and 2b is in the power cylinder chamber 13a,
The apertures 1b and 2a are connected to the power cylinder chamber 13b, the apertures 1b and 3 are connected to one end of the aperture 5, and the apertures 2a and 4 are connected to the other end of the aperture 5.
以上により、第１図と同様の回路が具体化され、本列で
も前述したと同様の作用を奏し得る。With the above, the circuit similar to that of FIG. 1 is embodied and the same operation as described above can be achieved in this column.
第７図は本発明の他の例を示し、本例では第３絞り３を
第１系11の第１絞り1aより上流側に設け、第４絞り４を
第２系12の第２絞り2aより上流側に設け、従って第５絞
り５は絞り1a，３間と2a，４間とを連絡するよう設け
る。FIG. 7 shows another example of the present invention. In this example, the third diaphragm 3 is provided upstream of the first diaphragm 1a of the first system 11, and the fourth diaphragm 4 is the second diaphragm 2a of the second system 12. It is provided on the more upstream side, so that the fifth diaphragm 5 is provided so as to connect between the diaphragms 1a and 3 and between 2a and 4.
この場合、絞り1a，2aの開度変化特性と絞り1b，2bの開
度変化特性とを第８図(a)，(b)に示す如く、第２図
(a)，(b)の場合と逆転させることにより同様の作用が得
られる。但し、絞り３，４，５の開度変化特性は第２図
(c)，(d)におけると同じものとする。In this case, as shown in FIGS. 8 (a) and 8 (b), the opening change characteristics of the throttles 1a and 2a and the opening change characteristics of the throttles 1b and 2b are shown in FIG.
The same effect can be obtained by reversing the case of (a) and (b). However, the opening change characteristics of the throttles 3, 4, 5 are shown in FIG.
Same as in (c) and (d).
第９図は本発明の更に他の例を示し、本例では第１系11
及び第２系12の作動流体入口部に、第７図の絞り３，
４，５に対応する絞り3a，4a，5aを設け、第１系11及び
第２系12の作動流体出口部に、第１図の絞り３，４，５
に対応する絞り3b，4b，5bを設ける。FIG. 9 shows still another example of the present invention. In this example, the first system 11 is used.
And at the working fluid inlet of the second system 12, the throttle 3 of FIG.
The throttles 3a, 4a, 5a corresponding to 4, 5 are provided, and the throttles 3, 4, 5 of FIG. 1 are provided at the working fluid outlets of the first system 11 and the second system 12 respectively.
Apertures 3b, 4b, 5b corresponding to are provided.
この場合、絞り1a，1bと2a，2bの開度変化特性を第10図
(a)の如く第２図(b)に同じとし、絞り3a，3bと4a，4bの
開度変化特性を第10図(b)の如く第２図(c)に同じとし、
絞り5a，5bの開度変化特性を第10図(c)の如く第２図(d)
に同じとすることで同様の作用が得られる。In this case, the opening change characteristics of the throttles 1a, 1b and 2a, 2b are shown in FIG.
As shown in FIG. 2 (b) as shown in (a), the opening change characteristics of the throttles 3a, 3b and 4a, 4b are made as shown in FIG. 2 (c) as shown in FIG. 10 (b),
As shown in Fig. 10 (c), the opening change characteristics of the throttles 5a, 5b are shown in Fig. 2 (d).
The same effect can be obtained by setting the same to.
（発明の効果） かくして本発明コントロールバルブは上述の如く、操舵
負荷以外の因子により開度制御される第５絞り５(5a，5
b)で他の絞り３(3a,3b)又は４（4a,4b）との合成等価開
度を上記因子に応じて変更する構成としたから、当該因
子に応じた要求アシスト圧特性を絞り開度制御により得
られることとなり、従来の流量制御式のものに比較し
て、作動流体供給量を少なくしていても、高車速での急
操舵時に作動流体供給量が要求量以下となって操舵力が
急に重くなるような危険を生ずることがないと共に、ポ
ンプ10が小吐出量のものでよいため、音や熱対策が不要
でコスト上有利な他、従来の油圧反力制御式のものに比
較しても、反力室、反力ピストン、及び反力制御用の油
圧切換バルブ等を必要としないため、コスト低減、構造
の簡易化及び小型化が可能である。さらに、特開昭61−
139563号公報に開示されるものに比較しても、コントロ
ールバルブが１組でも可変操舵力特性を得ることができ
るため、コントロールバルブの加工コスト低減、小型化
が可能である。(Effects of the Invention) As described above, the control valve of the present invention has the fifth throttle 5 (5a, 5a, 5a, 5a) whose opening degree is controlled by factors other than the steering load.
In b), the composition equivalent opening degree with the other throttles 3 (3a, 3b) or 4 (4a, 4b) is changed according to the above factors, so the required assist pressure characteristics corresponding to the factors are opened. Therefore, even if the working fluid supply amount is smaller than that of the conventional flow control type, the working fluid supply amount becomes less than the required amount at the time of sudden steering at high vehicle speed. There is no danger of suddenly increasing the force, and since the pump 10 need only have a small discharge volume, there is no need for noise and heat measures, which is advantageous in terms of cost and the conventional hydraulic reaction force control type. Compared to the above, since the reaction force chamber, the reaction force piston, the hydraulic pressure switching valve for controlling the reaction force, and the like are not required, it is possible to reduce the cost, simplify the structure, and reduce the size. Furthermore, JP-A-61-
Compared to the one disclosed in Japanese Patent No. 139563, even with one set of control valves, variable steering force characteristics can be obtained, so that it is possible to reduce the processing cost and size of the control valves.
第１図は本発明コントロールバルブの一実施例を示す流
体回路図、 第２図(a)〜(d)は夫々同例における各種絞りの開度変化
特性図、 第３図は同例をロータリ型コントロールバルブとして構
成した具体例の縦断側面図、 第４図は第３図のIV−IV断面図、 第５図は第１図の例をスプール型コントロールバルブと
して構成した具体例の縦断側面図、 第６図は第５図のVI−０−VI断面図、 第７図は本発明の他の例を示す流体回路図、 第８図(a)，(b)は夫々同例における各種絞りの開度変化
特性図、 第９図は本発明の更に他の例を示す流体回路図、 第10図(a)〜(c)は夫々同例における各種絞りの開度変化
特性図、 第11図はパワーステアリング装置の理想的なアシスト圧
制御特性を例示する線図である。 1a，1b……第１絞り、2a，2b……第２絞り ３，3a，3b……第３絞り ４，4a，4b……第４絞り ５，5a，5b……第５絞り 10……ポンプ、11……第１系 12……第２系、13……パワーシリンダ 14……ステアリングホイールFIG. 1 is a fluid circuit diagram showing an embodiment of the control valve of the present invention, FIGS. 2 (a) to 2 (d) are characteristic diagrams of opening changes of various throttles in the same example, and FIG. 3 is a rotary example of the same example. Type control valve as a vertical sectional side view of a specific example, FIG. 4 is a sectional view taken along the line IV-IV of FIG. 3, and FIG. 5 is a vertical side view of a specific example configured as a spool type control valve of FIG. 6 is a sectional view taken along line VI-0-VI of FIG. 5, FIG. 7 is a fluid circuit diagram showing another example of the present invention, and FIGS. 8 (a) and 8 (b) are various throttles in the same example. Fig. 9 is an opening change characteristic diagram of Fig. 9, Fig. 9 is a fluid circuit diagram showing still another example of the present invention, and Fig. 10 (a) to (c) are opening change characteristic diagrams of various throttles in the same example, respectively. The drawing is a diagram illustrating an ideal assist pressure control characteristic of the power steering device. 1a, 1b ... 1st diaphragm, 2a, 2b ... 2nd diaphragm 3, 3a, 3b ... 3rd diaphragm 4, 4a, 4b ...... 4th diaphragm 5, 5a, 5b ...... 5th diaphragm 10 ...... Pump, 11 …… First system 12 …… Second system, 13 …… Power cylinder 14 …… Steering wheel
Claims (1)
び第２系を具え、これら第１系及び第２系に夫々パワー
シリンダの２室を接続し、第１系のパワーシリンダ接続
点より上流側及び第２系のパワーシリンダ接続点より下
流側に夫々一方向操舵負荷に応じて開度減少する第１絞
りを、又第２系のパワーシリンダ接続点より上流側及び
第１系のパワーシリンダ接続点より下流側に夫々他方向
操舵負荷に応じて開度減少する第２絞りを設けたパワー
ステアリング装置のコントロールバルブにおいて、 前記第１系及び第２系の作動流体入口部及び作動流体出
口部の少なくとも一方に、前記第１絞りと連動して開度
減少する第３絞りをこの第１絞りと直列に、前記第２絞
りと連動して開度減少する第４絞りをこの第２絞りと直
列に夫々設け、 これら第３絞り及びこれに隣接する第１絞り間と、第４
絞り及びこれに隣接する第２絞り間とを、操舵負荷以外
の因子により開度制御される第５絞りで連絡させたこと
を特徴とするパワーステアリング装置のコントロールバ
ルブ。1. A first system and a second system for dividing a working fluid from a pump, wherein two chambers of a power cylinder are respectively connected to the first system and the second system, and a power cylinder connection point of the first system is provided. A first throttle that decreases in opening degree in accordance with a one-way steering load is provided on the upstream side and on the downstream side of the power cylinder connection point of the second system, and on the upstream side and the first system side of the power cylinder connection point of the second system. In a control valve of a power steering device, wherein a second throttle is provided downstream of a power cylinder connection point, the opening of which decreases in accordance with a steering load in the other direction, the working fluid inlet portion of the first system and the second system, and the working fluid. At least one of the outlets is provided with a third throttle, whose opening decreases in conjunction with the first throttle, in series with the first throttle, and a fourth throttle whose opening decreases in conjunction with the second throttle. This is installed in series with the diaphragm, The third aperture and the between the first aperture adjacent thereto, the fourth
A control valve for a power steering device, wherein a throttle and a second throttle adjacent thereto are connected by a fifth throttle whose opening is controlled by factors other than a steering load.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61228456A JPH0659836B2 (en) | 1986-09-29 | 1986-09-29 | Control valve for power steering device |
| US07/044,065 US4860635A (en) | 1986-05-12 | 1987-04-29 | Steering control valve for variable power assist steering system |
| DE8787106703T DE3777684D1 (en) | 1986-05-12 | 1987-05-08 | CONTROL VALVE FOR A STEERING WITH VARIABLE AUXILIARY POWER. |
| EP19870106703 EP0245794B1 (en) | 1986-05-12 | 1987-05-08 | Steering control valve for variable power assist steering system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61228456A JPH0659836B2 (en) | 1986-09-29 | 1986-09-29 | Control valve for power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6382877A JPS6382877A (en) | 1988-04-13 |
| JPH0659836B2 true JPH0659836B2 (en) | 1994-08-10 |
Family
ID=16876771
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61228456A Expired - Lifetime JPH0659836B2 (en) | 1986-05-12 | 1986-09-29 | Control valve for power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0659836B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2855446B2 (en) * | 1989-05-22 | 1999-02-10 | カヤバ工業株式会社 | Power steering device |
| JPH03109454U (en) * | 1990-02-22 | 1991-11-11 | ||
| JPH044446U (en) * | 1990-04-23 | 1992-01-16 |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS601073A (en) * | 1983-06-20 | 1985-01-07 | Toyoda Mach Works Ltd | Steering force controlling device for power steering device |
-
1986
- 1986-09-29 JP JP61228456A patent/JPH0659836B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS601073A (en) * | 1983-06-20 | 1985-01-07 | Toyoda Mach Works Ltd | Steering force controlling device for power steering device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6382877A (en) | 1988-04-13 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |