JPS61132466A - Hydraulic reaction-force controller for power steering apparatus - Google Patents
Hydraulic reaction-force controller for power steering apparatusInfo
- Publication number
- JPS61132466A JPS61132466A JP25154684A JP25154684A JPS61132466A JP S61132466 A JPS61132466 A JP S61132466A JP 25154684 A JP25154684 A JP 25154684A JP 25154684 A JP25154684 A JP 25154684A JP S61132466 A JPS61132466 A JP S61132466A
- Authority
- JP
- Japan
- Prior art keywords
- oil passage
- power steering
- hydraulic reaction
- throttle
- pressure
- 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
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
Abstract
Description
【発明の詳細な説明】
（技術分野）
本発明は動力舵取装置の操舵力を車速に応じて油圧反力
で制御するようにした装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Technical Field) The present invention relates to a device that controls the steering force of a power steering device using hydraulic reaction force in accordance with vehicle speed.
（従来技術）
従来特公昭５８−１−９５０４に示すようにポンプの吐
出口と動力舵取用コン１〜ロールバルブ間の油路に配設
した固定絞りの上流側の油圧を調圧し油圧反力室へ導く
車速応答の油圧反力制御装置は公知である。そして車速
に応じて変化する第一のスプールバルブと回路圧によっ
て制御される第二のスプールバルブを有しており夫々の
バルブの変位によって油圧反力室へ作用する圧力に調整
し、更に第三のスプールを用い車速によって調圧された
油圧によって本スプールを制御し、ポンプと動力舵取装
置とを結ぶ通路の圧力を調整し、高速時の中央附近の剛
性感を向」ニするようにしていた。(Prior art) As shown in Japanese Patent Publication No. 58-1-9504, the hydraulic pressure is regulated on the upstream side of a fixed throttle installed in the oil passage between the pump discharge port and the power steering controller 1 to the roll valve. Vehicle speed-responsive hydraulic reaction force control devices that lead to a force chamber are known. It has a first spool valve that changes according to the vehicle speed and a second spool valve that is controlled by circuit pressure, and the pressure applied to the hydraulic reaction chamber is adjusted by the displacement of each valve. This spool is controlled by hydraulic pressure regulated according to the vehicle speed, and the pressure in the passage connecting the pump and the power steering device is adjusted to optimize the stiffness near the center at high speeds. Ta.
しかし乍ら上記の様な制御装置は構造が極めて複雑で高
価となり、又車速によって調圧された第三のスプールに
より高速時の回路圧を変化させて中央附近の剛性を向上
させているが、低速時にはエネルギーを損失することに
なるという問題点があった。However, the structure of the above-mentioned control device is extremely complicated and expensive, and the third spool whose pressure is regulated depending on the vehicle speed changes the circuit pressure at high speeds to improve the rigidity near the center. There was a problem in that energy was lost at low speeds.
（目 的）
本発明は性能を低下することなくバルブ構造の部品点数
を大ｄ１に減らしてコストダウンを計り、又エネルギー
損失を少なくして省エネルギ−化を計ることを目的とし
ている。(Purpose) The purpose of the present invention is to reduce the number of parts of a valve structure to a large d1 without deteriorating performance, thereby reducing costs, and to save energy by reducing energy loss.
（構 成）
本発明は」−記目的を達成するためポンプの吐出口と動
力舵取用バルブ間の油路に配設した固定絞りの上流側と
、タンク又はリターン路を結ぶ油路に車速又は車速及び
圧力スイッチによって開度を制御する可変絞りと固定絞
りを直列に配設し、両絞りの中間部の調圧された油圧を
油圧反力室へ導くことを特徴とするものである。(Structure) In order to achieve the above object, the present invention has an oil passage connecting the upstream side of a fixed throttle installed in the oil passage between the pump discharge port and the power steering valve and the tank or return passage. Alternatively, a variable throttle and a fixed throttle whose opening degree is controlled by a vehicle speed and a pressure switch are arranged in series, and the regulated hydraulic pressure in the middle of both throttles is guided to a hydraulic reaction force chamber.
以下実施例に基すいて具体的に説明する。ポンプ］の吐
出口と動力舵取用コントロールバルブ２間の油路３に固
定絞り４を配設し、該固定絞り４の」−流側とタンク５
を結ぶ油路６に車速又は圧カスインチの信号により制御
される電子制御装置７の出力によって回転制御されるス
テップモーター８を配設しである。９は減速ギヤー１０
により減速されるステップモーター８の可変絞り用ロー
ター軸で、油路６の可変絞り１１を可変制御する。１２
は可変絞り１１と直列に油路６に配設された固定絞りで
、可変絞り１］と固定絞り１２の中間部より分岐した油
路１３を油圧反力室１４へ導いている。１５は油路３に
配設した圧力スイッチである。This will be explained in detail below based on examples. A fixed throttle 4 is disposed in the oil passage 3 between the discharge port of the pump and the power steering control valve 2, and a fixed throttle 4 is provided between the flow side of the fixed throttle 4 and the tank 5.
A step motor 8 whose rotation is controlled by the output of an electronic control device 7 which is controlled by vehicle speed or pressure cusp inch signals is disposed in an oil path 6 connecting the two. 9 is reduction gear 10
The variable throttle rotor shaft of the step motor 8, which is decelerated by the variable throttle rotor shaft, variably controls the variable throttle 11 of the oil passage 6. 12
is a fixed throttle disposed in the oil passage 6 in series with the variable throttle 11, and guides an oil passage 13 branched from an intermediate portion between the variable throttle 1] and the fixed throttle 12 to the hydraulic reaction force chamber 14. 15 is a pressure switch disposed in the oil passage 3.
次に作用について説明する。ポンプ１が回転するとポン
プ１から吐出された油は固定絞り４により油圧Ｐ、が発
生する。この油圧Ｐ１により図示しないフローコントロ
ールバルブが作用しポンプ１から吐出される油量が決定
される。これにより一般的な動力舵取装置の油圧源とな
って作用が行われる。この油圧Ｐ□はポンプ１−の回転
数ど無関係に約５ｋｇ／−程度に保たれる。Next, the effect will be explained. When the pump 1 rotates, the oil discharged from the pump 1 generates a hydraulic pressure P due to the fixed throttle 4. This oil pressure P1 causes a flow control valve (not shown) to act, and the amount of oil discharged from the pump 1 is determined. This acts as a hydraulic power source for a general power steering device. This oil pressure P□ is maintained at about 5 kg/- regardless of the rotation speed of the pump 1-.
車速が零の時ステップモーター８は電子制御装置７の信
号により可変絞り］１を全閉になるように作動しており
、油路６は遮断されており、油圧反力室１４へ作用する
油圧はない。従って動力舵取装置は従来装置と全く同様
の働きにより第３図（イ）の如き特性となり軽快なハン
ドル操舵が可能となる。When the vehicle speed is zero, the step motor 8 is operated in response to a signal from the electronic control device 7 to fully close the variable throttle 1, the oil passage 6 is blocked, and the hydraulic pressure acting on the hydraulic reaction chamber 14 is There isn't. Therefore, the power steering device operates in exactly the same way as the conventional device and has the characteristics as shown in FIG. 3(a), allowing for light steering.
中速直進時は車速の増大により電子制御装置７の信号を
受けてステップモーター８が作動し可変絞り］１を若干
開く。この時の開度ａと前記油圧Ｐ□と固定絞り１２と
油路１３の油圧Ｐ２とタンク側背圧Ｐ３との間には、Ｐ
２＝ａ２Ｐ□＋ ｂ２Ｐ３ａ２＋ｂ２
の関係が成り立つ。Ｐ、ａは大気圧のため零とすると、
Ｐ２−ａ２Ｐ１
ａ２＋ｂ２
の関係となる。When traveling straight at medium speed, the step motor 8 is activated in response to a signal from the electronic control unit 7 as the vehicle speed increases, and the variable aperture 1 is slightly opened. At this time, there is a relationship between the opening degree a, the oil pressure P□, the fixed throttle 12, the oil pressure P2 of the oil passage 13, and the tank side back pressure P3.
2=a2P□+b2P3a2+b2 holds true. If P and a are zero because they are atmospheric pressures, then
The relationship is P2-a2P1 a2+b2.
今、固定絞り１２の開度すがａに比べて非常に大きい時
はＰ２＋Ｏとなる。即ち油路１３には圧力が発生しなく
、車速零と同様ハンドル中央附近では操舵負荷がなく軽
い力で操舵が可能となる。Now, when the opening degree of the fixed diaphragm 12 is much larger than a, it becomes P2+O. That is, no pressure is generated in the oil passage 13, and as with zero vehicle speed, there is no steering load near the center of the steering wheel, making it possible to steer with light force.
中速時にハンドル操舵を行うと、動力舵取装置のパワー
アシストが開始され油圧Ｐ１は増大していく。このため
−１ｚ式のＰｌの増大が固定絞り１２の開度すの寄与率
を上まわり、これよって油路１３の油圧Ｐ２が増大する
。油圧Ｐ２は油圧Ｐ１の増大に比例して増大する。従っ
て油圧反力室１４にも油圧Ｐ□に比例した油圧Ｐ２が作
用し操舵時の剛性を増し第３図（ロ）の如く切り込み感
のある特性が得られる。 しかし油圧Ｐ□が更に増大す
ると点線で示すように非常にトルクが増大しハンドルが
切れなくなる程の油力が発生するため油圧Ｐ□が一定値
になると圧力スイッチ１５の信号によりステップモータ
ー８を原点に復帰させ可変絞り１１の開度ａを制御し油
圧反力室１４へ作用する油圧Ｐ２を一定に保つので実線
で示すよう操舵トルクの増大はなくなり操舵トルクの増
大によってハンドルが切れなくなる事はない。When the steering wheel is operated at medium speed, power assist of the power steering device is started and the oil pressure P1 increases. For this reason, the increase in Pl of the -1z formula exceeds the contribution rate of the opening degree of the fixed throttle 12, thereby increasing the oil pressure P2 of the oil passage 13. The oil pressure P2 increases in proportion to the increase in the oil pressure P1. Therefore, the hydraulic pressure P2 proportional to the hydraulic pressure P□ acts on the hydraulic reaction force chamber 14, thereby increasing the rigidity during steering and providing a characteristic with a cutting feeling as shown in FIG. 3(b). However, as the oil pressure P□ increases further, the torque increases significantly as shown by the dotted line, and oil force is generated to the extent that the steering wheel cannot be turned.When the oil pressure P□ reaches a certain value, the signal from the pressure switch 15 moves the step motor 8 to the home position. Since the hydraulic pressure P2 acting on the hydraulic reaction force chamber 14 is kept constant by controlling the opening a of the variable throttle 11, the steering torque does not increase as shown by the solid line, and the steering wheel does not become unable to turn due to an increase in the steering torque. .
高速直進時は車速の増大により電子制御装置７の信号を
受は更にステップモーター８を回転させ可変絞り１１−
の開度ａをｂに対して十分に大きく取るとＰ１＋Ｐ２と
なり油圧反力室１４にはたえず油圧Ｐ□の圧力が作用し
、第３図（ハ）の如き特性となり、高速時の中央附近の
剛性が増大する。この時点でハンドルを操舵すると中速
時と同様油圧Ｐ□が一定圧になると圧力スイッチ１５の
信号を受けて油圧反力室１４へ作用する油圧Ｐ、を一定
に保つので操舵トルクの増大によってハンドルが切れな
くなる事がない。When traveling straight at high speed, the signal from the electronic control device 7 is received as the vehicle speed increases, and the step motor 8 is further rotated to control the variable aperture 11-.
If the opening degree a is made sufficiently large relative to b, the result is P1+P2, and the pressure of the hydraulic pressure P□ constantly acts on the hydraulic reaction force chamber 14, resulting in the characteristics as shown in Fig. 3 (c). Stiffness increases. When the steering wheel is steered at this point, the oil pressure P□ reaches a constant pressure, as in the case of medium speed, and the oil pressure P that acts on the hydraulic reaction force chamber 14 upon receiving a signal from the pressure switch 15 is kept constant, so the steering torque increases due to the increase in steering torque. It never runs out.
以上の様に油圧反力室に作用する油圧Ｐ２は車速によっ
て油圧１）、に対する変化率も変化し車速に対するリニ
ヤリテ−が得られる。As described above, the rate of change of the oil pressure P2 acting on the oil pressure reaction chamber with respect to the oil pressure 1) changes depending on the vehicle speed, and linearity with respect to the vehicle speed can be obtained.
本発明によるとポンプの吐出口と動力舵取用コン１〜ロ
ールバルブ間の油路に配設した固定絞りの−Ｌ流側と、
タンク又はリターン路を結ぶ油路に車速又は車速及び圧
力スイッチによって開度を制御する可変絞りと固定絞り
を直列に配設し両絞りの中間部の調圧された油圧を油圧
反力室へ導くようになっているので性能を低下すること
なくバルブ構造の部品点数を大＋１Ｊに減らしてコスト
ダウンを計ることができ、又エネルギーの損失を少なく
して省エネルギー化を計ることができる。According to the present invention, the −L flow side of the fixed throttle disposed in the oil passage between the pump discharge port and the power steering controller 1 and the roll valve;
A variable throttle and a fixed throttle whose opening degree is controlled by the vehicle speed or vehicle speed and pressure switch are arranged in series in the oil path connecting the tank or return path, and the regulated hydraulic pressure in the middle of both throttles is guided to the hydraulic reaction chamber. As a result, it is possible to reduce the number of parts in the valve structure by a large number of +1J without deteriorating the performance, thereby reducing costs, and also reducing energy loss and saving energy.
第１図は本発明の一実施例可変絞りと油圧回路図、第２
図は全体の油圧回路図、第３図は操舵トルクと操舵角の
特性比較図である。
１、ポンプ ２・・・動力舵取用コントロールバル
ブ ３，６．１３・・・油路４．１２・・・固定絞
り ５・・タンク７・・・電子制御装置 ８・・
・ステップモーター９・・可変絞り用ローター軸
１１・可変絞り 」−４・・・油圧反力室 １
５・・・圧力スイッチ
特許出願人 売淫自動機 株式会社−８＝
手 続 補 正 書（自発差出）
昭和６０年５月８０日
特許庁長官 志 賀 学 殿
１、事件の表示
昭和５９年特許願第２５１５４．６号
２、発明の名称
動力舵取装置の油圧反力制御装置
３、補正をする者
事件との関係 特許出願人
住所 奈良県橿原市十市町３３３番地２号氏名 光
洋自動機株式会社
４、代理人
住所 東京都港区新橋２丁目２番５号５、補正命令の
日付
６、補正の対象 明細書及び図面７、補正の内容
別紙の通り、〆で＝−〉、
７、補正の内容
（１）特許請求の範囲を別紙の如く補正する。
（２）明細書第３頁第３行〜第７行目「本発明は・・・
・・・スイッチによって」迄を下記の文に補正する。
［本発明は上記目的を達成するためポンプと動力舵取用
バルブ間の油路に配設したポンプ吐出流量を制御する固
定絞りの上流側と、タンク又はリターン路を結ぶ油路に
車速又は車速及びハンドル操舵角、圧力スイッチ等の車
輌センサーによって」
（３）同第１０行目〜１４行目「以下実施例・・・制御
される電子側」ｋ下記の文に補正する。
［以下実施例に基すいて具体的に説明する。ポンプ１と
動力舵取用コントロールバルブ２間の油路３にポンプ吐
出流量を制御する固定絞り４を配設し、該固定絞り４の
上流側とタンク５を結ぶ油路６に車速又は車速及び操舵
角、圧力スイッチ等の車輌センサーの信号により制御さ
れる電子側」
（４）明細書第６頁第７行目「原点に復帰」を「回動Ｊ
と補正する。
（５）明細書第７頁第２行目の「事がない。」のあとに
次の文を挿入する。
「又、逆に第４図の特性の如く点線で示す特性に於いて
切り込み感が不充分なる時はハンドル操舵角及び圧力ス
イッチによってステップモーター８に回動させ可変絞り
］１の開度ａ’ｌｃ制御し油圧反力室１４へ作用する油
圧Ｐ２を増大させ、実線で示すよう操舵１〜ルクの増大
を計り、切り込み感を増すような制御も可能なる事は明
確であろう。」
（６）同第２０行目の「特性比較図」の次に「第４は圧
力スイッチを作動した時の特性比較図」を挿入する。
（７）図面第１図〜第：３図を別紙の如く補正する。
（８）図面第４図を挿入補正する。
２、特許請求の範囲
ポンプの吐出口と動力舵取用コンＩ−ロールＡルブ間の
油路に配設した固定絞りの」−流側と、タンク又はリタ
ーン路を結ぶ油路に車速又は車速及μ／Ｘン上１に操舵
−舊一−圧１Ｌ各Ａ冗Ｚ暇−等四γ車」」セン寸−によ
って開度を制御する可変絞りと固定才、☆り髪直列に配
設し、両絞りの中間部の調圧された油圧を油圧反力室へ
導くことを特徴とする動力舵取装置の油圧反力制御装置
。
第２図
第４図
′＝１
一一−ＴFig. 1 is a variable throttle and hydraulic circuit diagram of one embodiment of the present invention;
The figure is an overall hydraulic circuit diagram, and FIG. 3 is a characteristic comparison diagram of steering torque and steering angle. 1. Pump 2... Control valve for power steering 3, 6.13... Oil passage 4.12... Fixed throttle 5... Tank 7... Electronic control device 8...
・Step motor 9...Rotor shaft for variable aperture
11.Variable throttle ”-4...Hydraulic reaction force chamber 1
5...Pressure switch patent applicant Prostitution automatic machine Co., Ltd.-8 = Procedural amendment (voluntarily submitted) May 80, 1985 Manabu Shiga, Commissioner of the Patent Office 1, Indication of the case 1988 patent Application No. 25154.6 2, Name of invention Hydraulic reaction force control device for power steering device 3, Relationship with the person making the amendment Patent applicant address 333-2, Toichi-cho, Kashihara-shi, Nara Name Koyo Jidoki Co., Ltd. Company 4, Agent address: 2-2-5-5 Shinbashi, Minato-ku, Tokyo, Date of amendment order: 6, Subject of amendment: Specification and drawings: 7, Contents of amendment: As shown in the attached sheet, 7. Amendment: Contents (1) Amend the claims as shown in the attached sheet. (2) Page 3 of the specification, lines 3 to 7, “The present invention...
... amend the sentence up to "by switch" to the following sentence. [In order to achieve the above object, the present invention provides an oil passage that connects a tank or a return passage with a fixed throttle disposed in an oil passage between a pump and a power steering valve to control the pump discharge flow rate. and by vehicle sensors such as the steering angle and pressure switch.'' (3) Lines 10 to 14 of the same statement: ``The following is an example...Controlled electronic side.'' k Correct the sentence below. [This will be explained in detail below based on Examples. A fixed throttle 4 for controlling the pump discharge flow rate is arranged in the oil passage 3 between the pump 1 and the power steering control valve 2, and an oil passage 6 connecting the upstream side of the fixed throttle 4 and the tank 5 is connected to the vehicle speed or the vehicle speed. "Electronic side controlled by signals from vehicle sensors such as steering angle and pressure switches" (4) "Return to origin" on page 6, line 7 of the specification
and correct it. (5) Insert the following sentence after "Nothing happened." in the second line of page 7 of the specification. ``On the other hand, if the feeling of cutting is insufficient in the characteristics shown by the dotted line as shown in Fig. 4, the step motor 8 is rotated by the steering angle of the steering wheel and the pressure switch to adjust the opening a' of the variable aperture 1. It is clear that it is also possible to perform control to increase the feeling of cutting by increasing the hydraulic pressure P2 acting on the hydraulic reaction force chamber 14 through lc control and increasing the steering torque as shown by the solid line.'' (6) ) Next to the "Characteristic Comparison Diagram" on the 20th line, insert "Fourth is a characteristic comparison diagram when the pressure switch is activated." (7) Correct the drawings in Figures 1 to 3 as shown in the attached sheet. (8) Insert and correct Figure 4 of the drawing. 2. Scope of claims A fixed throttle disposed in the oil passage between the pump discharge port and the power steering controller I-Roll A-lube. A variable aperture and a fixed aperture are arranged in series to control the opening depending on the size of the steering wheel and μ/Xn. A hydraulic reaction force control device for a power steering device, characterized in that the regulated hydraulic pressure in an intermediate portion of both throttles is guided to a hydraulic reaction chamber. Figure 2 Figure 4'=1 11-T
Claims (1)
路に配設した固定絞りの上流側と、タンク又はリターン
路を結ぶ油路に車速又は車速及び圧力スイッチによって
開度を制御する可変絞りと固定絞りを直列に配設し、両
絞りの中間部の調圧された油圧を油圧反力室へ導くこと
を特徴とする動力舵取装置の油圧反力制御装置The upstream side of the fixed throttle installed in the oil passage between the pump discharge port and the power steering control valve, and the variable throttle whose opening degree is controlled by the vehicle speed or vehicle speed and pressure switch are installed in the oil passage connecting the tank or return passage. A hydraulic reaction force control device for a power steering device, characterized by arranging fixed throttles in series and guiding the regulated hydraulic pressure in the middle part of both throttles to a hydraulic reaction chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59251546A JPH062466B2 (en) | 1984-11-30 | 1984-11-30 | Hydraulic reaction force control device for power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59251546A JPH062466B2 (en) | 1984-11-30 | 1984-11-30 | Hydraulic reaction force control device for power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61132466A true JPS61132466A (en) | 1986-06-19 |
| JPH062466B2 JPH062466B2 (en) | 1994-01-12 |
Family
ID=17224434
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59251546A Expired - Lifetime JPH062466B2 (en) | 1984-11-30 | 1984-11-30 | Hydraulic reaction force control device for power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH062466B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3817150A1 (en) * | 1987-05-19 | 1988-12-08 | Koyo Seiko Co | HYDRAULIC REACTION CONTROL DEVICE FOR SERVO STEERING SYSTEM |
| JPH0262314A (en) * | 1988-08-26 | 1990-03-02 | Matsushita Electric Works Ltd | Pallet conveying apparatus |
| DE4028422A1 (en) * | 1989-09-04 | 1991-04-18 | Jidosha Kiki Co | HYDRAULIC REACTION DEVICE OF A POWER STEERING STEERING DEVICE |
| US5158149A (en) * | 1989-02-17 | 1992-10-27 | Jidosha Kiki Co., Ltd. | Steering force control apparatus for power steering system |
| US5332055A (en) * | 1992-05-29 | 1994-07-26 | Jidosha Kiki Co., Ltd. | Power steering apparatus having hydraulic reaction mechanism |
| US5740879A (en) * | 1994-06-27 | 1998-04-21 | Jidosha Kiki Co., Ltd. | Power steering apparatus |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52106528A (en) * | 1976-03-03 | 1977-09-07 | Nissan Motor Co Ltd | Steering power control apparatus for power steering system |
| JPS5320727A (en) * | 1976-08-09 | 1978-02-25 | Rca Corp | Device for forming modulation signal |
-
1984
- 1984-11-30 JP JP59251546A patent/JPH062466B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52106528A (en) * | 1976-03-03 | 1977-09-07 | Nissan Motor Co Ltd | Steering power control apparatus for power steering system |
| JPS5320727A (en) * | 1976-08-09 | 1978-02-25 | Rca Corp | Device for forming modulation signal |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3817150A1 (en) * | 1987-05-19 | 1988-12-08 | Koyo Seiko Co | HYDRAULIC REACTION CONTROL DEVICE FOR SERVO STEERING SYSTEM |
| US4848500A (en) * | 1987-05-19 | 1989-07-18 | Koyo Seiko Co., Ltd. | Hydraulic reaction controlling apparatus for power steering system |
| JPH0262314A (en) * | 1988-08-26 | 1990-03-02 | Matsushita Electric Works Ltd | Pallet conveying apparatus |
| US5158149A (en) * | 1989-02-17 | 1992-10-27 | Jidosha Kiki Co., Ltd. | Steering force control apparatus for power steering system |
| DE4028422A1 (en) * | 1989-09-04 | 1991-04-18 | Jidosha Kiki Co | HYDRAULIC REACTION DEVICE OF A POWER STEERING STEERING DEVICE |
| US5332055A (en) * | 1992-05-29 | 1994-07-26 | Jidosha Kiki Co., Ltd. | Power steering apparatus having hydraulic reaction mechanism |
| US5740879A (en) * | 1994-06-27 | 1998-04-21 | Jidosha Kiki Co., Ltd. | Power steering apparatus |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH062466B2 (en) | 1994-01-12 |
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