JPS59118569A - Power steering gear for vehicle - Google Patents
Power steering gear for vehicleInfo
- Publication number
- JPS59118569A JPS59118569A JP57225388A JP22538882A JPS59118569A JP S59118569 A JPS59118569 A JP S59118569A JP 57225388 A JP57225388 A JP 57225388A JP 22538882 A JP22538882 A JP 22538882A JP S59118569 A JPS59118569 A JP S59118569A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- steering
- fluid pump
- rotation
- drive shaft
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/065—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by specially adapted means for varying pressurised fluid supply based on need, e.g. on-demand, variable assist
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Controls (AREA)
- Power Steering Mechanism (AREA)
Abstract
Description
【発明の詳細な説明】
〈産業上の利用分野〉
本発明は車両用動力舵取装置に関し、殊に比較的小排気
量の車両に適した車両用動力舵取装置に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a power steering device for a vehicle, and particularly to a power steering device for a vehicle suitable for a vehicle with a relatively small displacement.
〈従来技術〉
一般に、車両用動力舵取装置は内燃機関にて常時駆動さ
れる流体ポンプとパワーシリンダへの圧油の給排を制御
する油圧号−ポ弁を備え、さらには高速走行時において
舵取操作が軽くなりすぎるのを防止するための車速セン
サと、これに応答して流体ポンプの吐出量を制御する装
置をも備えている。このため、動力舵取装置の構造が複
雑になるとともに高価なものとなり、又流体ポンプを常
時駆動させるものであるからエネルギーのロスが大きい
上、流体ポンプには極めて高い耐久性が要求される問題
があった。<Prior art> In general, a power steering system for a vehicle is equipped with a fluid pump that is constantly driven by an internal combustion engine and a hydraulic valve that controls the supply and discharge of pressure oil to the power cylinder. It is also equipped with a vehicle speed sensor to prevent the steering operation from becoming too light, and a device that controls the discharge amount of the fluid pump in response to this sensor. For this reason, the structure of the power steering device becomes complicated and expensive, and since the fluid pump is constantly driven, energy loss is large, and the fluid pump is required to have extremely high durability. was there.
〈発明の目的〉
そこで本発明は、舵取操作に助勢が必要な時にのみ流体
ポンプを原動機にて駆動させて助勢するように構成する
ことにより、エネルギーロスが少ないとともに流体ポン
プにさほどの耐久性を必要とせず、かつ構造簡単でしか
も高速安定性にも優れた車両用動力舵取装置を提供する
こと目的とするものである。<Purpose of the Invention> Therefore, the present invention has a configuration in which the fluid pump is driven by a prime mover to provide assistance only when assistance is required for steering operation, thereby reducing energy loss and increasing the durability of the fluid pump. It is an object of the present invention to provide a power steering device for a vehicle that does not require a power steering system, has a simple structure, and has excellent high-speed stability.
〈発明の構成〉
本発明の特徴とすることろは、一対の吐出口がパワーシ
リンダの両圧力室に接続された可逆流体ポンプを原動機
の出力を利用して操舵軸の回転方向に応じた方向に回転
させ、かつ操舵軸の操舵トルクが設定値以下の場合には
流体ポンプの回転を停止するとともに、パワーシリンダ
の両圧力室をバイパスするようにしたことにある。<Structure of the Invention> The feature of the present invention is that a reversible fluid pump having a pair of discharge ports connected to both pressure chambers of a power cylinder is operated in a direction corresponding to the direction of rotation of a steering shaft using the output of a prime mover. The present invention is to stop the rotation of the fluid pump and to bypass both pressure chambers of the power cylinder when the steering torque of the steering shaft is less than a set value.
〈実施例〉 以下本発明の実施例を図面に基づいて説明する。<Example> Embodiments of the present invention will be described below based on the drawings.
第１図は、本発明をランク・ピニオン式動力舵取装置に
適用したもので、動力舵取装置はステアリングハンドル
１１を上端に組イ１けた操舵軸１２と、操舵軸１２の下
端に連結した出力軸１３と、パワーシリンダ１４と、パ
ワーシリンダ１４内に液密的かつ摺動可能に嵌挿された
ピストンロッド１５を備えている。ピストンロッド１５
は、その中間部にパワーシリンダ１４内を液密的に区画
して一対の圧力室ＲＩ ＋ Ｒ２を形成するピストン
１’５ａを具えるとともに、その一端にラック１５ｂを
備えている。このラック１５ｂは、出力軸１３の下端に
設けたピニオン１３ａと噛合していて、出力軸１３の回
転によりピストンロッド１５はパワーシリンダ１４内を
図示左右方向へ摺動し、図示しない操舵リンク機構を介
して操舵する。かかる動力舵取装置においては、操舵軸
１２と出力軸１３との間に操舵軸１２の操舵トルク及び
回転方向を検知する検知装置２０を備えるとともに、動
力伝導機構３０を介して原動機４０により駆動される流
体ポンプ４２およびバイパス用電磁切換弁４３を備えて
いる。FIG. 1 shows the present invention applied to a rank and pinion type power steering device, in which a steering handle 11 is assembled at the upper end, and a one-digit steering shaft 12 is connected to the lower end of the steering shaft 12. It includes an output shaft 13, a power cylinder 14, and a piston rod 15 fitted into the power cylinder 14 in a fluid-tight and slidable manner. piston rod 15
is provided with a piston 1'5a in its intermediate portion that liquid-tightly partitions the inside of the power cylinder 14 to form a pair of pressure chambers RI+R2, and is provided with a rack 15b at one end thereof. This rack 15b is meshed with a pinion 13a provided at the lower end of the output shaft 13, and the rotation of the output shaft 13 causes the piston rod 15 to slide in the left and right directions in the figure in the power cylinder 14, thereby driving a steering link mechanism (not shown). to steer through. Such a power steering device includes a detection device 20 between the steering shaft 12 and the output shaft 13 that detects the steering torque and rotation direction of the steering shaft 12, and is driven by a prime mover 40 via a power transmission mechanism 30. A fluid pump 42 and a bypass electromagnetic switching valve 43 are provided.
検知装置２０は、第２図に示すように、操舵軸１２の下
端に固定した第１平山車２１ａ及び出力軸１３の上端に
一体的に設けた第１はす両歯車２２ａと、両歯車２１ａ
、２２ａを連結するトーションバー２３と、車体の一部
に固定されたブラケット２４に上下動可能に支持した可
動軸２５と、可動軸２５上に固定して第１平山車２１ａ
と噛合する第２平歯車２１ｂ及び第１はず両歯車２２ａ
と噛合する第２はす両歯車２２ｂを備え、さらに可動軸
２５の両端側にこれらと対向して設けられ可動軸２５の
押動作用にて閉じる一対の常開型スイッチ２６ａ、２６
ｂを備えている。ががる検知装置２０においては、操舵
軸１２の回転によりこれと一体に第１平歯車２１ａが回
転し、このトルクはトーションバー２３を介して第１は
す両歯車２２ａ及び出力軸１３に伝達される。しかして
、図示しないタイヤの路面抵抗等が小さくてトーション
バー２３に殆ど捩れが生じない場合には、第１平歯車２
１ａと第１はす両歯車２２ａ間に相対回転変位はない。As shown in FIG. 2, the detection device 20 includes a first flat gear 21a fixed to the lower end of the steering shaft 12, a first helical gear 22a integrally provided to the upper end of the output shaft 13, and both gears 21a.
, 22a, a movable shaft 25 supported vertically movably on a bracket 24 fixed to a part of the vehicle body, and a first flat float 21a fixed on the movable shaft 25.
The second spur gear 21b and the first helical gear 22a mesh with the
A pair of normally open type switches 26a, 26 are provided on both ends of the movable shaft 25 to face them and are closed when the movable shaft 25 is pushed.
It is equipped with b. In the rattling detection device 20, the first spur gear 21a rotates together with the rotation of the steering shaft 12, and this torque is transmitted to the first helical gear 22a and the output shaft 13 via the torsion bar 23. be done. However, if the road resistance of the tires (not shown) is small and the torsion bar 23 is hardly twisted, the first spur gear 2
There is no relative rotational displacement between 1a and the first helical gear 22a.
従って、この場合操舵軸１２の操舵トルクは小さくてよ
く、又第１平歯車２１ａ及び第１ばず両歯車２２ａは第
２平山車２１ｂ及び第２はす両歯車２２ｂを同様に回転
させるため、可動軸２５は、上下動せず中立位置にあり
両スイッチ２６ａ、２６ｂは開いている。又、タイヤの
路面抵抗等が大きくてトーションバー２３に捩れが生じ
ると、第１平山車２１ａと第１はす両歯車２２２間に相
対回転変位が生じる。従って、この場合操舵軸１２には
大きな操舵１−ルクを必要とし、又相対回転変位に応じ
て第１平山車２１ａが第２平山車２１ｂを回転させ、か
つ可動軸２５を回転させる。この間、第１はす両歯車２
２ａは停止しているため、可動軸２５と一体に回転する
第２はす両歯車２２ｂは第１はず両歯車２２ａの歯部間
を摺動し、可動軸２５を相対回転変位すなわち操舵１−
ルクに応じて上下動させ、操舵トルクが所定値に達する
といずれか一方のスイッチ２６ａ又は２６ｂの可動接点
を押動してこれを閉じる。又、可動軸２５は第１平山車
２１ａと第１はす両歯車２２ａ間の相対回転変位が小さ
くなり操舵トルクが所定値より小さくなるにつれて中立
位置へ復帰する。なお、本実施例において操舵トルクの
所定値Ｔ５は第３図に示すように、据切り時又は極低速
時に要する操舵トルクより若干低く設定されている。又
、本実施例において可動軸２５は、ステアリングハンド
ル１１を左へ操作したとき上動しかつ右へ操作したとき
下動するように構成されている。従って、かかる検知装
置２０は、操舵トルクが所定値Ｔ５に達したとき、これ
を検知するとともに操舵軸１２（ステアリングハンドル
１１）の回転方向を検知して、第１図に示す制御回路４
５へ回転方向に応じた回転信号を送る。Therefore, in this case, the steering torque of the steering shaft 12 may be small, and since the first spur gear 21a and the first double gear 22a rotate the second flat gear 21b and the second double helical gear 22b in the same way, The movable shaft 25 does not move up and down and is in a neutral position, and both switches 26a and 26b are open. Further, when the torsion bar 23 is twisted due to large road resistance of the tires, a relative rotational displacement occurs between the first flat float wheel 21a and the first helical gear 222. Therefore, in this case, the steering shaft 12 requires a large steering torque, and the first flat float 21a rotates the second flat float 21b and rotates the movable shaft 25 in accordance with the relative rotational displacement. During this time, the first helical gear 2
2a is stopped, the second helical gear 22b, which rotates together with the movable shaft 25, slides between the teeth of the first helical gear 22a, causing the movable shaft 25 to undergo a relative rotational displacement, that is, the steering 1-
When the steering torque reaches a predetermined value, the movable contact of either switch 26a or 26b is pressed to close it. Further, the movable shaft 25 returns to the neutral position as the relative rotational displacement between the first flat gear 21a and the first helical gear 22a becomes smaller and the steering torque becomes smaller than a predetermined value. In this embodiment, the predetermined value T5 of the steering torque is set slightly lower than the steering torque required when the vehicle is stationary or at extremely low speed, as shown in FIG. Further, in this embodiment, the movable shaft 25 is configured to move upward when the steering wheel 11 is operated to the left and to move downward when the steering wheel 11 is operated to the right. Therefore, when the steering torque reaches the predetermined value T5, the detection device 20 detects this and also detects the direction of rotation of the steering shaft 12 (steering handle 11), and controls the control circuit 4 shown in FIG.
A rotation signal corresponding to the rotation direction is sent to 5.
一方、前記動力伝導機構３０は第４図に示すように、原
動機４０の出力軸に連結される入力軸３１と、プーリ？
１．Ｐ２とベルト■とを介して流体ポンプ４２の入力軸
に連結され入力軸３１と同一軸線上に配設された駆動軸
３２とを備え、一対の電磁ソレノイドＳＱＬ Ｌ 電磁
ソレノイド５ＯＬ２の作動により、入力軸３１の回転を
直接駆動軸３２に伝達したり、入力軸３１の回転を反転
させて駆動軸３２に伝達したり、駆動軸３２の回転を停
止したりすることができる。On the other hand, as shown in FIG. 4, the power transmission mechanism 30 includes an input shaft 31 connected to the output shaft of a prime mover 40, and a pulley?
1. The drive shaft 32 is connected to the input shaft of the fluid pump 42 via P2 and the belt 2, and is disposed on the same axis as the input shaft 31. The rotation of the shaft 31 can be directly transmitted to the drive shaft 32, the rotation of the input shaft 31 can be reversed and transmitted to the drive shaft 32, or the rotation of the drive shaft 32 can be stopped.
すなわち、動力伝導機構３０内の入力軸３１には一対の
同径の歯車ａ、ａ’が軸方向位置を異にして取付けられ
、駆動軸３２には歯車ａ、ａ’よりも若干大径の歯車ｄ
が取ｆ」けられているとともに、常時はスプリング３７
ａ、３７ｂにより中立位置に位置し、電磁ソレノイドＳ
ＱＬ １．電磁ソレノイド５ＯＬ２の内の一方のイ］勢
によって軸方向位置が上下に変更される可動軸３３が駆
動軸３２と平行に配設され、この可動軸３３には、可動
軸３３が第４図において上昇端もしくは、下降端に位置
した時に前記歯車ａ、ａ’のいずれかと選択的に噛合す
る歯車すと、可動軸３３が下降端に位置した時に駆動軸
３２の歯車ｄと噛合する歯車Ｃとが設けられている。さ
らに、第５図ｔａ＋、 （ｂｌに示すように可動軸３３
が上昇端に位置する時に歯車すと噛合する歯車ｅおよび
駆動軸３２の歯車ｄと常時噛合する歯車ｒとを備えた中
間軸３４が備えられている。That is, a pair of gears a and a' with the same diameter are attached to the input shaft 31 in the power transmission mechanism 30 at different axial positions, and a pair of gears a and a' with a slightly larger diameter than the gears a and a' are attached to the drive shaft 32. gear d
is removed, and the spring 37 is normally
a and 37b, the electromagnetic solenoid S
QL 1. A movable shaft 33 whose axial position is changed up and down by the force of one of the electromagnetic solenoids 5OL2 is disposed parallel to the drive shaft 32. A gear that selectively meshes with either gear a or a' when the movable shaft 33 is located at the ascending end or the descending end, and a gear C that meshes with the gear d of the drive shaft 32 when the movable shaft 33 is located at the descending end. is provided. Furthermore, as shown in FIG.
An intermediate shaft 34 is provided, which includes a gear e that meshes with the gear d when the drive shaft 32 is at the rising end, and a gear r that constantly meshes with the gear d of the drive shaft 32.
したがって、電磁ソレノイｌ’ Ｓ ＯＬ １ 、電磁
ソレノイド５ＯＬ２のいずれもが付勢されない状態では
、入力軸３１と駆動軸３２との間の伝導は断たれ、電磁
ソレノイドＳＱＬ １が付勢されて可動軸３３が中間位
置から下降端に移動すると、歯車ａ’、ｂ、ｃ、ｄを介
して入力軸３１の回転が回転方向を変えずに駆動軸３２
に伝導され、電磁ソレノイド５ＱＬ２が付勢されて可動
軸３３が上昇端に位置すると、山車ａ、ｂ、ｅ、ｆ、ｄ
を介して入力軸３１の回転が反転されて駆動軸３２に伝
達されることになる。Therefore, when neither the electromagnetic solenoid l' SOL 1 nor the electromagnetic solenoid 5OL2 is energized, the conduction between the input shaft 31 and the drive shaft 32 is cut off, and the electromagnetic solenoid SQL 1 is energized and the movable shaft 33 moves from the intermediate position to the lower end, the input shaft 31 rotates through the gears a', b, c, and d to the drive shaft 32 without changing the direction of rotation.
When the electromagnetic solenoid 5QL2 is energized and the movable shaft 33 is located at the rising end, the floats a, b, e, f, d
The rotation of input shaft 31 is reversed and transmitted to drive shaft 32 via.
また、流体圧管路４４はパワーシリンダ１４の両圧力室
Ｒ１，Ｒ２に連通し流体ポンプ４２を介装した給排管路
４４ａと、給排管路４４ａに接続され流体ポンプ４２を
バイパスして側圧力室Ｒ１＋Ｒ２内の圧力流体を流動さ
せるバイパス管路４４ｂとによって構成されている。流
体ポンプ４２は可逆ポンプで、動力伝導機構３０の駆動
軸３２の回転方向によりその吐出方向が変化する。前記
制御回路４５は検知装置２０から左回転信号が出力され
た場合に動力伝導機構３０の電磁ソレノイドＳＱＬ Ｉ
を付勢して駆動軸３２を原動機４０の出力軸と同方向に
回転させて流体ポンプ４２を例えば正転させ、検知装置
２０から右回転信号が出力された場合に動力伝導機構３
０の電磁ソレノイド５ＱＬ２を付勢して駆動軸３２を原
動機４０の出力軸と逆方向に回転させて流体ポンプ４２
を逆転させるようになっている。Further, the fluid pressure pipe line 44 is connected to a supply and discharge pipe line 44a that communicates with both pressure chambers R1 and R2 of the power cylinder 14 and has a fluid pump 42 interposed therebetween, and a supply and discharge pipe line 44a that is connected to the supply and discharge pipe line 44a and bypasses the fluid pump 42. A bypass pipe line 44b that allows the pressure fluid in the pressure chambers R1 and R2 to flow. The fluid pump 42 is a reversible pump, and its discharge direction changes depending on the rotational direction of the drive shaft 32 of the power transmission mechanism 30. The control circuit 45 controls the electromagnetic solenoid SQL I of the power transmission mechanism 30 when the left rotation signal is output from the detection device 20.
is energized to rotate the drive shaft 32 in the same direction as the output shaft of the prime mover 40 to cause the fluid pump 42 to rotate forward, for example, and when a clockwise rotation signal is output from the detection device 20, the power transmission mechanism 3
0 electromagnetic solenoid 5QL2 is energized to rotate the drive shaft 32 in the opposite direction to the output shaft of the prime mover 40 to rotate the fluid pump 42.
It is designed to reverse the
したがって、例えばステアリングハンドル１１の回転が
左方向である場合には流体ポンプ４２が正転してその吐
出口がボート４２ａ側となり、又ステアリングハンドル
１１の回転が右方向である場合には流体ポンプ４２が逆
転してその吐出口がボー１−４２ｂ側に変更される。バ
イパス用電磁切換弁４３は、検知装置２０からの検知信
号に応答して制御回路４５により作動制御されるもので
、バイパス管路４４ｂに介装されている。このバイパス
用電磁切換弁４３は、その非作動時第１図に示すように
流体圧管路４４のバイパス管路４４ｂを連通させており
、検知装置２０から右回転信号、左回転信号のいずれか
が送出された時に作動し、バイパス管路４４ｂを遮断す
る。なお、第１図において符号４６ａ、４６ｂ、４６ｃ
は共通の流体タンク、符号４７はリリーフ弁、符号４８
ａ、４８ｂ、４８ｃ、４８ｄはチェック弁を示す。Therefore, for example, when the steering handle 11 is rotated to the left, the fluid pump 42 rotates normally and its discharge port is on the boat 42a side, and when the steering handle 11 is rotated to the right, the fluid pump 42 rotates normally and its discharge port is on the boat 42a side. is reversed and its discharge port is changed to the bow 1-42b side. The bypass electromagnetic switching valve 43 is operated and controlled by a control circuit 45 in response to a detection signal from the detection device 20, and is installed in the bypass pipe 44b. When the bypass electromagnetic switching valve 43 is not in operation, it communicates with the bypass line 44b of the fluid pressure line 44 as shown in FIG. It is activated when delivered and blocks the bypass line 44b. In addition, in FIG. 1, symbols 46a, 46b, 46c
47 is a common fluid tank, 47 is a relief valve, and 48 is a common fluid tank.
a, 48b, 48c, and 48d indicate check valves.
このように構成した動力舵取装置においては、操舵トル
クが設定値Ｔ５より下回っている場合には検知装置２０
は回転方向信号を発生しないため、電磁ソレノイドＳＱ
Ｌ １．電磁ソレノイド５ＱＬ２のいずれも付勢されず
、流体ポンプ４２は停止し、又バイパス用電磁切換弁４
３は第１図に示す非動作の状態にある。従って、パワー
シリンダ１４の両圧力室Ｒ１，Ｒ２はバイパス管路４４
ｂを介して互いに連通していＣ、ステアリングハンドル
１１を回転操作すればピストンロッド１５を左右いずれ
の方向へも摺動することができるため、何等助勢される
ことなく舵取操作が行われる。In the power steering system configured in this way, when the steering torque is lower than the set value T5, the detection device 20
does not generate a rotation direction signal, so the electromagnetic solenoid SQ
L 1. None of the electromagnetic solenoids 5QL2 is energized, the fluid pump 42 stops, and the bypass electromagnetic switching valve 4
3 is in the non-operating state shown in FIG. Therefore, both pressure chambers R1 and R2 of the power cylinder 14 are connected to the bypass pipe 44.
Since the piston rods 15 can be slid in either the left or right direction by rotating the steering handle 11, the steering operation can be performed without any assistance.
又、操舵トルクが設定値ＴＳ又はこれより大きくなると
、検知装置２０はこれを検知するとともにステアリング
ハンドル１１の回転方向を検知して、左回転信号もしく
は左回転信号を制御回路４５に送る。これにより、バイ
パス用電磁切換弁４３は作動してバイパス管路４４ｂの
連通を遮断するとと、もに、原動機４０の出力により、
動力伝導機構３０の駆動軸３２が正転又は逆転して流体
ポンプ４２を正転又は逆転させる。例えば、流体ポンプ
４２が正転する場合には、流体ポンプ４２の吐出口はポ
ート４２ａ側となってパワーシリンダ１４の第１圧力室
Ｒ−こ連通し、かつ第２圧力室Ｒ２は流体ポンプ４２の
吸入口たるポート４２ｂ側に連通ずる。このため、ピス
トンロッド１５は流体ポンプ４２からの圧力流体により
図示左方へ摺動し、舵取操作が助勢される。これとは逆
に、流体ポンプ４２が逆転する場合には、流体ポンプ４
２の吐出口はボート４２ｂ１則となってパワーシリンダ
１４の第２圧力室Ｒ２に連通し、かつ第１圧力室Ｒ１は
流体ポンプ４２の吸入口たるポート４２ａ側に連通ずる
。このため、ピストンロッド１５は流体ポンプ４２から
の圧力流体により図示右方へ摺動し、舵取操作が助勢さ
れる。Further, when the steering torque becomes equal to or greater than the set value TS, the detection device 20 detects this and also detects the direction of rotation of the steering wheel 11, and sends a left rotation signal or a counterclockwise rotation signal to the control circuit 45. As a result, the bypass electromagnetic switching valve 43 operates to cut off communication with the bypass pipe line 44b, and both of them are caused by the output of the prime mover 40.
The drive shaft 32 of the power transmission mechanism 30 rotates forward or reverse, causing the fluid pump 42 to rotate forward or reverse. For example, when the fluid pump 42 rotates normally, the discharge port of the fluid pump 42 is on the port 42a side and communicates with the first pressure chamber R of the power cylinder 14, and the second pressure chamber R2 is connected to the port 42a side. It communicates with the port 42b side which is the inlet of the inlet. Therefore, the piston rod 15 is slid to the left in the drawing by the pressure fluid from the fluid pump 42, and the steering operation is assisted. Conversely, if the fluid pump 42 is reversed, the fluid pump 42
The second discharge port communicates with the second pressure chamber R2 of the power cylinder 14 in a boat 42b1 manner, and the first pressure chamber R1 communicates with the port 42a, which is the suction port of the fluid pump 42. Therefore, the piston rod 15 is slid to the right in the drawing by the pressure fluid from the fluid pump 42, and the steering operation is assisted.
なお、上記各実施例においては、検知装置として第２図
に示す検知装置２０を採用した例について示したが、本
発明においては磁気スケール、歪ゲージ、ポテンショメ
ータ、ロークリエンコーダ、発電機等操舵トルクに応じ
て軸方向又は周方向に変位してこの変位が所定の値に達
したとき電気信号を発生ずる適宜の電気的検知手段を採
用することができ、又ラック・ピニオン式動力舵取装置
に限らすリサーキュレーティイングボール・スクリュ一
式動力舵取装置等にも適用し得るものである。In each of the above embodiments, an example was shown in which the detection device 20 shown in FIG. Appropriate electrical detection means may be employed which generates an electrical signal when the displacement reaches a predetermined value in the axial or circumferential direction, and the rack and pinion power steering system may It can also be applied to limited recirculating ball/screw power steering devices.
〈発明の効果〉
以上述べたように本発明においては、一対の吐出口がパ
ワーシリンダの両圧力室に接続された可逆流体ポンプを
原動機の出力を利用して操舵軸の回転方向に応じた方向
に回転させ、かつ操舵軸の操舵トルクが設定値以下の場
合には流体ポンプの回転を停止するとともに、パワーシ
リンダの両圧力室をバイパスするようにしたので、流体
ポンプの不要時の駆動によるエネルギーロスを無くすこ
とができるとともに、流体ポンプにさほどの耐久性を必
要としない。又、当該動力舵取装置においては、油圧サ
ーボ弁及び高速走行時における圧力流体の吐出量を制御
する制御装置を必要とせず、構成が簡単でありかつ安価
である。<Effects of the Invention> As described above, in the present invention, a reversible fluid pump whose pair of discharge ports are connected to both pressure chambers of a power cylinder is operated in a direction corresponding to the direction of rotation of a steering shaft using the output of a prime mover. When the steering torque of the steering shaft is below the set value, the rotation of the fluid pump is stopped and both pressure chambers of the power cylinder are bypassed. Loss can be eliminated, and the fluid pump does not require much durability. Furthermore, the power steering device does not require a hydraulic servo valve or a control device for controlling the amount of pressure fluid discharged during high-speed travel, and is simple and inexpensive in construction.
さらに、ステアリングハンドルが操作されたことに応答
して流体ポンプは原動機の回転数で直ちに回転されるの
で、電動機によって流体ポンプを駆動するものに比べ応
答性が高い利点もある。Furthermore, since the fluid pump is immediately rotated at the rotational speed of the prime mover in response to the operation of the steering wheel, there is also the advantage of higher responsiveness than when the fluid pump is driven by an electric motor.
第１図は本発明に係る動力舵取装置の概略構成図、第２
図は第１図における検知装置２０の拡大一部切欠側面図
、第３図は車速と操舵トルクの関係を示すグラフ、第４
図は第１図における動力伝導機構３０の具体的な構成を
示す機構図、第５（ａ）は第４図におけるＡ−Ａ線断面
矢視図、第５図（ｂｌは第４図におりるＢ−Ｂ線断面矢
視図である。
１１・・・ステアリングハンドル、１２・・・操舵軸、
１４・・・パワーシリンダ、１５・・・ピストンロッド
、２０・・・検知装置、３０・・・動力伝導機構、４０
・・・原動機、４２・・・流体ポンプ、４３・・・バイ
パス用電磁切換弁、４５・・・制御回路。
Ｐｒ詐出ｒ６ｒＪ Ａ ８ＦＦＩＴ）ＪＩ
Ｈｚｄ’！＞１−拓１図
第２Ｍ
５ｂFIG. 1 is a schematic configuration diagram of a power steering device according to the present invention, and FIG.
The figure is an enlarged partially cutaway side view of the detection device 20 in Figure 1, Figure 3 is a graph showing the relationship between vehicle speed and steering torque, and Figure 4 is a graph showing the relationship between vehicle speed and steering torque.
The figure is a mechanical diagram showing the specific configuration of the power transmission mechanism 30 in FIG. 1, FIG. 5(a) is a sectional view taken along line A-A in FIG. It is a cross-sectional view taken along line B-B. 11... Steering handle, 12... Steering shaft,
14... Power cylinder, 15... Piston rod, 20... Detection device, 30... Power transmission mechanism, 40
... Prime mover, 42... Fluid pump, 43... Solenoid switching valve for bypass, 45... Control circuit. Pr fraud r6rJ A 8FFIT) JI
Hzd'! >1-Taku 1 Figure 2M 5b
Claims (1)
操舵トルクに応じて変位する可動部材を備えこの可動部
材の変位が所定の値に達したときに前記操舵軸の回転方
向に応じた回転方向信号を発生する検知手段と、原動機
の出力軸に連結される入力軸および駆動軸とを有し前記
検出手段から信号が送出されていない状態では前記入力
軸と駆動軸と連結を断つとともに方向信号が出力された
場合には前記原動機の出力軸の回転を利用して方向信号
に応じた方向に前記駆動軸を回転させる動力伝導機構と
、前記駆動軸に連結された流体ポンプと、この流体ポン
プの一対の吐出口と前記操舵機構に組付けたパワーシリ
ンダの側圧力室とをそれぞれ接続する一対の流体圧管路
と、この一対の流体圧管路間に介装され、前記検出手段
から方向信号が出力されない間前記パワーシリンダの両
圧力室間を互いに連通させるバイパス用電磁切換弁とを
備えたことを特徴とする車両用動力舵取装置。+1) A movable member that is displaced in accordance with the steering torque of a steering shaft mechanically linked to the steering mechanism, and when the displacement of the movable member reaches a predetermined value, rotation occurs in accordance with the rotational direction of the steering shaft. It has a detection means that generates a direction signal, and an input shaft and a drive shaft that are connected to the output shaft of the prime mover, and when no signal is sent from the detection means, the connection between the input shaft and the drive shaft is cut off, and the direction a power transmission mechanism that uses rotation of the output shaft of the prime mover to rotate the drive shaft in a direction according to the direction signal when the signal is output; a fluid pump connected to the drive shaft; A pair of fluid pressure pipes respectively connecting a pair of discharge ports of the pump and a side pressure chamber of a power cylinder assembled to the steering mechanism, and a pair of fluid pressure pipes interposed between the pair of fluid pressure pipes, and receiving a direction signal from the detection means. 1. A power steering device for a vehicle, comprising: a bypass electromagnetic switching valve that communicates between both pressure chambers of the power cylinder while the power cylinder is not output.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57225388A JPS59118569A (en) | 1982-12-22 | 1982-12-22 | Power steering gear for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57225388A JPS59118569A (en) | 1982-12-22 | 1982-12-22 | Power steering gear for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59118569A true JPS59118569A (en) | 1984-07-09 |
| JPH0156018B2 JPH0156018B2 (en) | 1989-11-28 |
Family
ID=16828574
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57225388A Granted JPS59118569A (en) | 1982-12-22 | 1982-12-22 | Power steering gear for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59118569A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62200070U (en) * | 1986-06-11 | 1987-12-19 | ||
| EP0342848A2 (en) * | 1988-05-20 | 1989-11-23 | LUCAS INDUSTRIES public limited company | Power assistance for vehicle steering mechanisms |
| EP0352467A2 (en) * | 1988-07-23 | 1990-01-31 | ALFRED TEVES GmbH | Power assisted steering for vehicles |
| US5307892A (en) * | 1990-08-03 | 1994-05-03 | Techco Corporation | Electronically controlled power steering system |
| US6568499B2 (en) | 2000-11-21 | 2003-05-27 | Unisia Jecs Corporation | Power steering system for vehicles |
| US6851507B2 (en) | 2003-01-09 | 2005-02-08 | Hitachi Unisia Automotive Ltd. | Power steering system |
| US6880668B2 (en) | 2001-05-17 | 2005-04-19 | Hitachi, Ltd. | Power steering device |
| WO2009037169A1 (en) * | 2007-09-18 | 2009-03-26 | Zf Friedrichshafen Ag | Electrohydraulic adjusting device |
-
1982
- 1982-12-22 JP JP57225388A patent/JPS59118569A/en active Granted
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62200070U (en) * | 1986-06-11 | 1987-12-19 | ||
| EP0342848A2 (en) * | 1988-05-20 | 1989-11-23 | LUCAS INDUSTRIES public limited company | Power assistance for vehicle steering mechanisms |
| EP0342848A3 (en) * | 1988-05-20 | 1990-12-19 | LUCAS INDUSTRIES public limited company | Power assistance for vehicle steering mechanisms |
| EP0352467A2 (en) * | 1988-07-23 | 1990-01-31 | ALFRED TEVES GmbH | Power assisted steering for vehicles |
| US5307892A (en) * | 1990-08-03 | 1994-05-03 | Techco Corporation | Electronically controlled power steering system |
| US6568499B2 (en) | 2000-11-21 | 2003-05-27 | Unisia Jecs Corporation | Power steering system for vehicles |
| DE10157000B4 (en) * | 2000-11-21 | 2009-10-29 | Hitachi, Ltd. | Power steering for vehicles |
| US7325645B2 (en) | 2001-05-17 | 2008-02-05 | Hitachi, Ltd. | Power steering device |
| US6880668B2 (en) | 2001-05-17 | 2005-04-19 | Hitachi, Ltd. | Power steering device |
| US6953102B2 (en) | 2003-01-09 | 2005-10-11 | Hitachi, Ltd. | Power steering system |
| US6851507B2 (en) | 2003-01-09 | 2005-02-08 | Hitachi Unisia Automotive Ltd. | Power steering system |
| DE102004001507B4 (en) * | 2003-01-09 | 2011-01-20 | Hitachi, Ltd. | Assistant steering system |
| WO2009037169A1 (en) * | 2007-09-18 | 2009-03-26 | Zf Friedrichshafen Ag | Electrohydraulic adjusting device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0156018B2 (en) | 1989-11-28 |
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