JPS61155062A - Steering power control unit for power steering device - Google Patents
Steering power control unit for power steering deviceInfo
- Publication number
- JPS61155062A JPS61155062A JP27416584A JP27416584A JPS61155062A JP S61155062 A JPS61155062 A JP S61155062A JP 27416584 A JP27416584 A JP 27416584A JP 27416584 A JP27416584 A JP 27416584A JP S61155062 A JPS61155062 A JP S61155062A
- Authority
- JP
- Japan
- Prior art keywords
- reaction force
- steering
- control valve
- pressure
- flow
- 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
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (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、車速等に応じてハンドルトルクχ変化させる
反力機構ン備えた動力舵取装置の操舵力制御装置に関す
るものである。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a steering force control device for a power steering device equipped with a reaction force mechanism that changes steering wheel torque χ according to vehicle speed and the like.
〈従来の技術〉
車速等に比例した油圧力を反力機構に加え、動力舵取装
置の操舵力を車速等に応じて制御するものは公知である
。この種の従来装置は、反力機構に加える油圧力を動力
舵取装置と供給ポンプとｔ結ぶ高圧ラインの圧油を制御
するものである。<Prior Art> It is known to apply hydraulic pressure proportional to the vehicle speed or the like to a reaction force mechanism to control the steering force of the power steering device in accordance with the vehicle speed or the like. This type of conventional device controls the pressure oil in a high pressure line that connects the hydraulic pressure applied to the reaction force mechanism with the power steering device and the supply pump.
〈発明が解決し工５とする問題点〉
一般にこの種の制御装置は、操舵圧を必要とする低速走
行時には反力機構に加える油圧力を低くし、逆に操舵圧
ｔはとんど必要としない高 。<Problems to be solved by the invention and work 5> In general, this type of control device lowers the hydraulic pressure applied to the reaction force mechanism when driving at low speeds that require steering pressure, and conversely, the steering pressure t is almost always required. Not high.
速走行時には反力機構に加える油圧力を高（する必要が
あるため、上記したような構成のものでは、操舵圧と反
力油圧とン互いに干渉しないように制御するための構成
が複雑となる問題がある。When driving at high speed, it is necessary to increase the hydraulic pressure applied to the reaction force mechanism, so with the configuration described above, the configuration to control the steering pressure and reaction oil pressure so that they do not interfere with each other is complicated. There's a problem.
本発明は、反力機構に加える圧油ｔ、ポンプの吐出流量
の余剰流を利用し、この余剰流の流量を制御することに
より、油圧反力を容易に制御できるようにしたものであ
る。The present invention makes it possible to easily control the hydraulic reaction force by using the pressure oil t applied to the reaction force mechanism and the surplus flow of the pump discharge flow, and by controlling the flow rate of this surplus flow.
〈問題点ン解決するための手段〉
本発明は、入力軸と出力軸との相対回転に基づいて作動
されパワーシリンダへの圧油の給排ｌ制御するサーボ弁
と、車速等に応じてハンドルトルクを変化させる反力機
構を備えた動力舵取装置の操舵力制御装置において、圧
力流体供給源より供給される一定流量の圧油χ車速等に
応じた流量に可変絞りによって制御し余剰流を低圧側に
バイパスする流量制御弁と、この流量制御弁によって制
御された流量の圧油を前記反力機構に導入する手段と、
反力機構に導入される圧油Ｙ絞って低圧側に逃すだめの
逃し通路手段とン備えた動力舵取装置の操舵力制御装置
である。<Means for Solving Problems> The present invention includes a servo valve that is operated based on the relative rotation between an input shaft and an output shaft to control the supply and discharge of pressure oil to a power cylinder, and a steering wheel that is operated based on relative rotation between an input shaft and an output shaft to control the supply and discharge of pressure oil to a power cylinder, and a handle that is operated based on relative rotation between an input shaft and an output shaft. In a steering force control device for a power steering device equipped with a reaction force mechanism that changes torque, a constant flow of pressure oil supplied from a pressure fluid supply source is controlled by a variable throttle to a flow rate according to vehicle speed, etc., and excess flow is controlled. a flow control valve that bypasses to the low pressure side; and means for introducing pressure oil at a flow rate controlled by the flow control valve into the reaction force mechanism;
This is a steering force control device for a power steering device, which is equipped with a relief passage means for restricting the pressure oil Y introduced into the reaction force mechanism and releasing it to the low pressure side.
〈作 用〉
本発明を工、流量制御弁により供給ポンプより吐出され
た圧油を動力舵取装置に必要な所定流量に制御し、その
余剰流ｔバイパスさせ、このバイパス流量を可変絞りに
裏って車速等に応じた流量に制御して、これｔ反力機構
に導入して車速等に応じた操舵力に制御するものである
。<Function> In accordance with the present invention, the pressure oil discharged from the supply pump is controlled to a predetermined flow rate required for the power steering device by the flow control valve, the surplus flow t is bypassed, and this bypass flow rate is passed through the variable throttle. The flow rate is controlled in accordance with the vehicle speed, etc., and this is introduced into the reaction force mechanism to control the steering force in accordance with the vehicle speed, etc.
く実施例〉
以下本発明の実施例を図面に基づいて説明する。第１図
において、１１は動力舵取装置の本体ｔな丁ハウジング
本体、１２ ＩＸハウジング本体１１に固着されている
弁ハウジングである。このハウジング本体１１及び弁ハ
ウジング１２内に昏ニ一対の軸受１３．１４’に介して
ビニオン軸（出力軸）２１が回転自在に軸承されており
、このビニオン軸４にはこれと交差する方向に摺動可能
なラック軸向のラック歯■が噛合している。このラック
軸２２は、図示しないパワーシリンダのピストンと連結
され、その両端は所要の操縦リンク機構を介して操向車
輪に連結されている。Embodiments> Hereinafter, embodiments of the present invention will be described based on the drawings. In FIG. 1, reference numeral 11 indicates a housing main body of the power steering device, and 12 a valve housing fixed to the IX housing main body 11. In FIG. A binion shaft (output shaft) 21 is rotatably supported in the housing main body 11 and the valve housing 12 via a pair of bearings 13 and 14', and the binion shaft 4 is attached in a direction intersecting therewith. Slidable rack teeth (■) in the direction of the rack axis are engaged. This rack shaft 22 is connected to a piston of a power cylinder (not shown), and both ends thereof are connected to steering wheels via a required steering link mechanism.
弁ハウジング稔の大円には、制御弁機構Ｉが収納されて
いる。制御弁機構（サーボ弁）３０ハ操舵軸としての入
力軸スと一体的に形成したロータリ弁部材３１と、この
ロータリ弁部材３１の外周に同心的かつ相対的回転可能
に嵌合したスリーブ弁部材３２を主要構成部材としてい
る。四−タリ弁部材３１は、これと一体の入力軸向に一
端を連結したトーションバー２４Ｙ介してビニオン軸２
１に可撓的に連結されている。また、ロータリ弁部材３
１の外周には、図示しないが、その軸方向に伸びる複数
のランド部と溝部とが等間隔にて形成されており、これ
の溝底部エリ円周部に連通ずる連通路３７が穿設されて
いる。入力軸回に前記内周部と弁ハウジングＬ内の低圧
室間とｔ連通する通路器が設けられている。一方スリー
ブ弁部材冨の内周にも、その軸方向に延びる複数のラン
ド部と溝部が等間隔にて形成さ瓜各溝部よりスリーブ弁
部材乾の外周に開口する分配大切、４１が設けられてい
る。供給ボートあＬり供給される圧力流体は、制御弁が
中立状態であればランド部両側の溝部に均等に流れ、連
通路π及び通路３１１１経て低圧室３８より排出ボー）
３６ＩＣ流出する。この場合、再分配ポー）３３．３４
ハ低圧で等しい圧力となっているためパワーシリンダは
作動されない。制御弁が中立状態から変化すれば、一方
の分配大切又は４１にはパワーシリンダから排出され′
ｒ−流体が流入し、連通路訂、通路３９、低圧室３８ン
経て排出ボートあに放出されるよ５になっている。A control valve mechanism I is housed in a large circle at the bottom of the valve housing. Control valve mechanism (servo valve) 30 C: A rotary valve member 31 formed integrally with an input shaft serving as a steering shaft, and a sleeve valve member fitted to the outer periphery of the rotary valve member 31 concentrically and relatively rotatably. 32 is the main component. The four-tally valve member 31 connects to the pinion shaft 2 via a torsion bar 24Y connected to one end in the direction of the input shaft.
1 is flexibly connected. In addition, the rotary valve member 3
Although not shown, a plurality of land portions and groove portions extending in the axial direction are formed at equal intervals on the outer periphery of 1, and a communication passage 37 communicating with the circumferential portion of the bottom edge of the groove is bored. ing. A passage device is provided at the input shaft portion to communicate between the inner peripheral portion and the low pressure chamber in the valve housing L. On the other hand, a plurality of lands and grooves extending in the axial direction are formed at equal intervals on the inner periphery of the sleeve valve member, and a distribution valve 41 is provided which opens from each groove to the outer periphery of the sleeve valve member. There is. If the control valve is in the neutral state, the pressure fluid supplied from the supply boat flows equally into the grooves on both sides of the land portion, and is discharged from the low pressure chamber 38 via the communication path π and the passage 3111.
36 IC leaks. In this case, redistribution po) 33.34
C) The power cylinder is not operated because the pressure is low and equal. If the control valve changes from its neutral state, one of the distribution valves or 41 will be discharged from the power cylinder.
The r-fluid flows in and is discharged to the discharge boat through the communication passage, the passage 39, and the low pressure chamber 38.
反力機構は次の通りである。第２図でも示す工５に、ロ
ータリ弁部材３１のビニオン軸４側の端部に半径方向に
両側に突起した突起部（資）が形成されており、この突
起部間と対応するビニオン軸２１に（工突起部５０を入
力軸回の軸線回りに数角度旋回可能に遊嵌する嵌合溝５
１が形成されている。突起部（資）の外周面１ｃｔｚテ
ーパ状の係合溝５２が形成されており、制御弁の中、立
状態で、ビニオン軸２１には係合溝５２と対応する位置
で半径方向に挿通穴おが形成され【いる。挿通入団にブ
ランシャシが半径方向に摺動可能に挿入され、ブランシ
ャシの後部へ作動油を導くべく環状溝間が形成されてい
る。この挿通穴＆と環状溝間とで反力室％が構成されて
いる。５８（工車速等に応じて制御されたポンプからの
圧力流体を導入するボート、５７は前記ボー）５Ｂと環
状溝５５ヲ連通する通路である。尚前記プランジャ具に
は、導入される圧力流体の一部χ逃すための逃し用絞り
通路弥が形成されている。The reaction force mechanism is as follows. In the workpiece 5 also shown in FIG. 2, protrusions protruding from both sides in the radial direction are formed at the end of the rotary valve member 31 on the side of the binion shaft 4, and the pinion shaft 21 corresponds between the protrusions. (A fitting groove 5 into which the protrusion 50 is loosely fitted so as to be able to turn several angles around the axis of the input shaft)
1 is formed. A 1ctz tapered engagement groove 52 is formed on the outer peripheral surface of the protrusion, and when the control valve is in the upright position, the pinion shaft 21 has an insertion hole radially inserted at a position corresponding to the engagement groove 52. It is formed. A brush chassis is slidably inserted in the radial direction into the insertion tube, and an annular groove is formed to guide hydraulic fluid to a rear portion of the brush chassis. A reaction force chamber % is formed between the insertion hole & and the annular groove. 58 (a boat into which pressure fluid is introduced from a pump controlled according to the vehicle speed, etc.; 57 is the boat) 5B is a passage communicating with the annular groove 55. Incidentally, the plunger tool is formed with a relief throttle passageway for releasing a portion of the introduced pressure fluid.
上記構成の反力機構は、いわゆるラジアル方式であるが
、軸線方向に反力を作用させる構成のスラスト１式でも
よい。Although the reaction force mechanism having the above configuration is a so-called radial type, it may also be a thrust type 1 type configured to apply a reaction force in the axial direction.
６ｏは自動車エンジンによって駆動される供給ポンプを
示し、この供給ポンプωの吐出ボートは第１の流量制御
弁６１’ｔ’介して前記供給ボート３５＃Ｃｖｃ続され
ている。かかる流量制御弁６１は、供給ポンプωの吐出
ボートと供給ボートあとｔ接続する通路６中に設げられ
たメータリングオリフィス６２と、このメータリングオ
リフィス６２０前後圧に応じて作動されこの前後圧を常
に一定に保持するようにバイパス通路６３’Ｙ開ロ制御
するバイパス弁６４とによって構成され、この流量制御
弁６１ＶｃＪ：つて供給ボートあには動力舵取装置に必
要な一定流量Ｑ１が供給され、余剰流９がバイパス通路
０にバイパスされる。第１の流量制御弁６１のバイパス
通路６３は第２の流量制御弁６１’介して前記反力室間
の導入ボー）５８に接続されている。かかる第２の流量
制御弁６５は、前記バイパス通路６３と、導入ボー）５
８とｔ接続する通路４６中に設けられた可変絞り６６と
、この可変絞り６６の前後圧に応じて作動され、この前
後圧を常に一定に保持するように、リザーバに接続され
たバイパス通路６７Ｙ開口制御するバイパス弁６８とに
よって構成され、この第２の流量制御弁６５によって、
前記導入ボー）５８に導入する流量ｑ磯車速等に応じて
制御し、余剰流Ｑ３をバイパス通路６７’Ｊｌ介してリ
ザーバにバイパスする。6o indicates a supply pump driven by an automobile engine, and the discharge boat of this supply pump ω is connected to the supply boat 35#Cvc via a first flow control valve 61't'. The flow rate control valve 61 is operated according to the metering orifice 62 provided in the passage 6 connecting the discharge boat of the supply pump ω and the supply boat t, and the pressure before and after this metering orifice 620. The flow rate control valve 61VcJ is configured by a bypass valve 64 that controls the opening and closing of the bypass passage 63'Y so as to maintain a constant constant flow rate, and a constant flow rate Q1 necessary for the power steering device is supplied to the supply boat. Surplus flow 9 is bypassed into bypass passage 0. The bypass passage 63 of the first flow control valve 61 is connected to the inlet port 58 between the reaction force chambers via the second flow control valve 61'. This second flow control valve 65 is connected to the bypass passage 63 and the introduction bow) 5.
A variable throttle 66 provided in the passage 46 connected to 8 and t, and a bypass passage 67Y connected to the reservoir so as to be operated according to the longitudinal pressure of the variable throttle 66 and to keep the longitudinal pressure constant at all times. By this second flow control valve 65,
The flow rate Q introduced into the introduction valve 58 is controlled according to the vehicle speed, etc., and the surplus flow Q3 is bypassed to the reservoir via the bypass passage 67'Jl.
前記第２の流量制御弁６５に構成されている可変絞り６
６の構造について第３図により説明する。A variable throttle 6 configured in the second flow control valve 65
The structure of No. 6 will be explained with reference to FIG.
第２の流量制御弁６５の弁本体７６に取付ゆられたソレ
ノイド７０と、前記弁本体７６内を摺動するスプール７
７と前記バイパス通路６３と通路４６との間に設けられ
ている可変絞り６６の開度を調節する前記スプール７７
に固着された絞り弁棒７１とからなり、絞り弁棒７１は
スプール７７と共に前記ソレノイド７０ Ｋよる吸引作
用とスプリング７４とによって軸方向に変位するように
なっている。前記ソレノイド７０にはコンピュータｎに
よって制御されるソレノイド駆動回路７３から車速信号
Ｖ（あるいはハンドル操舵角の信号）に応じた電流値が
供給され、この電流値に応じて可変絞り圀の絞り開度が
変化される。この絞り開度の変化に伴いバイパス弁部の
前後に作用する差圧が変化してバイパス弁６８が軸動し
てバイパス通路６７の開度が変化し、その結果反力室間
へ供給される流量郭が変化する。The solenoid 70 is attached to the valve body 76 of the second flow control valve 65 and is swung, and the spool 7 slides inside the valve body 76.
7 and the spool 77 that adjusts the opening degree of the variable throttle 66 provided between the bypass passage 63 and the passage 46.
The throttle valve rod 71 is axially displaced together with the spool 77 by the suction action of the solenoid 70K and the spring 74. The solenoid 70 is supplied with a current value corresponding to a vehicle speed signal V (or a steering wheel steering angle signal) from a solenoid drive circuit 73 controlled by a computer n, and the aperture opening of the variable aperture is adjusted in accordance with this current value. be changed. With this change in throttle opening, the differential pressure acting before and after the bypass valve changes, causing the bypass valve 68 to pivot, changing the opening of the bypass passage 67, and as a result, supply to the reaction force chambers. The flow contour changes.
次に上記構成の動作について説明する。供給ポンプ６ｏ
より吐出された圧油の流量Ｑは第１の流量制御弁６１に
よって所定の流量Ｑ１に制御され動力舵取装置の供給ボ
ー）３５に供給される。同時に第１の流量制御弁６１か
らの余剰流Ｑ２は第２の流量制御弁６５に導き可変絞り
６６によって第４図で示す工５に車速等に応じた流量郭
に制御され反力機構の導入ボート団に供給され、さらに
プランジャ８の逃し用絞り通路シαより嵌合溝５１、通
路（、低圧室３Ｅｌ介してタンクに逃がされる。Next, the operation of the above configuration will be explained. supply pump 6o
The flow rate Q of the pressure oil discharged from the pump is controlled to a predetermined flow rate Q1 by the first flow control valve 61, and is supplied to the supply bow 35 of the power steering device. At the same time, the surplus flow Q2 from the first flow control valve 61 is guided to the second flow control valve 65 and is controlled by a variable throttle 66 to a flow rate according to the vehicle speed etc. in the mechanism 5 shown in FIG. 4, and a reaction force mechanism is introduced. The water is supplied to the boat group, and is further released into the tank from the relief throttle passage α of the plunger 8 through the fitting groove 51 and the passage (and the low pressure chamber 3El).
これにより反力童画には第５因で示すように供給流置部
に比例した油圧反力圧力ＰＲが作用される。同時に第２
の流量制御弁６５からの余剰流Ｑ３・エバイパス通路６
７エリ低圧側にバイパスされる。As a result, a hydraulic reaction pressure PR proportional to the supply flow section is applied to the reaction force children's picture as shown in the fifth factor. 2nd at the same time
Surplus flow Q3 from the flow rate control valve 65 and Eva bypass passage 6
7 area is bypassed to the low pressure side.
車速か低い状態では、可変絞り６６ ’ｔ’制御するソ
レノイド７０に供給される電流は低下され、制により操
舵軸スが回転されると、プランジャＵは容易に押し上げ
られ、これＫよりスリーブ弁部材諺とロータリ弁部材３
１とが相対回転され、第６図の実線で示すギヤ発生圧力
となり、通常の動力舵取作用が得られる。When the vehicle speed is low, the current supplied to the solenoid 70 controlling the variable throttle 66't' is reduced, and when the steering shaft S is rotated by the control, the plunger U is easily pushed up, which causes the sleeve valve member to Proverbs and rotary valve parts 3
1 are rotated relative to each other, the gear generation pressure shown by the solid line in FIG. 6 is achieved, and a normal power steering action is obtained.
単速か所定値を越えると、コンピュータ７２に入力され
る車速信号ＶＫ応じてソレノイド駆動回路７３が制御さ
れ、可変絞り６６のソレノイド７０に供給される電流値
が車速の上昇に比例し【上昇し、制御流量ＱＲＩＸ第４
図で示すよ５に、また油圧反力圧力Ｐ電工第５図で示す
よ５に車速の上昇に応じて増大される。これによりプラ
ンジャ５４は油圧反力圧力ＰＲに応じた力で係合溝５２
に押付けられ、スリーブ弁部材部とロータリ弁部材３１
とを相対回転させるマニアルトルクを第６図の点線で示
す工５に、低速時のギヤ発生圧力のパターン状態で平行
移動して増大させる。尚、反力機構に導入される圧油は
、この実施例においてプランジャ具に設けた絞り通路舅
αを介して低圧側にレリーフされているため、反力室刃
内へのエアだまりの発生が防止できる。またこのプラン
ジャ具に絞り通路ヌαを形成する代わりに゛通路４６エ
り分岐してタンクに通じる逃し通路を形成し、この通路
内に絞り介挿してもよい。When the vehicle speed exceeds a predetermined speed, the solenoid drive circuit 73 is controlled in accordance with the vehicle speed signal VK input to the computer 72, and the current value supplied to the solenoid 70 of the variable throttle 66 increases in proportion to the increase in vehicle speed. , control flow rate QRIX 4th
5 as shown in the figure, and hydraulic reaction force pressure P increases to 5 as shown in FIG. 5 as the vehicle speed increases. As a result, the plunger 54 applies a force corresponding to the hydraulic reaction pressure PR to the engagement groove 54.
The sleeve valve member portion and the rotary valve member 31
The manual torque for relatively rotating the gears is increased by parallel movement in the pattern state of the gear generation pressure at low speeds, as indicated by the dotted line in Fig. 6 (Step 5). In addition, in this embodiment, the pressure oil introduced into the reaction force mechanism is relieved to the low pressure side through the throttle passage α provided in the plunger tool, so that air pockets are prevented from forming inside the reaction force chamber blade. It can be prevented. Moreover, instead of forming the throttle passage nuα in this plunger tool, the passage 46 may be branched off to form a relief passage leading to the tank, and the throttle may be inserted into this passage.
第７図は本発明の他の実施例〉示す。この実施例は、第
１図の構成において、導入ポー）５８に接続されている
制御流置部の通路弱に油圧反力圧力ＰＲ−１１制御弁機
構（サーボ弁）３０に供給されるギヤ発生圧力（操舵圧
）によって絞り開度ン変化して低圧側にレリーフさせる
流体ン制御する絞り制御弁８０’ｔ’設けたものである
。FIG. 7 shows another embodiment of the present invention. In this embodiment, in the configuration shown in FIG. A throttle control valve 80't' is provided which changes the throttle opening depending on the pressure (steering pressure) and controls the fluid relief to the low pressure side.
上記他の実施例の場合においては、制御流量ＱＢは第８
図で示すように前記第４図と同様に車速等に応じて上昇
するが、油圧反力圧力ＰＲは第９図で示すようにギヤ発
生圧力ＰＧＩ／ｃＪ：つて絞り開度が変化される絞り制
御弁８００作用により、低速では点線のように低圧に制
御され、高速では実線のようにゆるやかな傾斜曲線で昇
圧される。すなわち、反力機構による反力は低速状態で
はゆるやかに増大され、１ニアルトルク１の変化に対す
るギヤ発生圧力ＰＧは第１０図の実線で示すよ５に急上
昇するため、軽快なハンドル操作が可能となり、また高
速時には反力機構の反力の傾きは大となるため、マニア
ルトルクｙの変化に対するギヤ発生圧力ＰＧは第１０図
点線に示すようにゆるやかに上昇するようになり、それ
だけハンドル操作が重くなり、手ごたえ感が得られる。In the case of the above other embodiments, the control flow rate QB is the eighth
As shown in the figure, the oil pressure reaction pressure PR increases according to the vehicle speed, etc., as shown in FIG. By the action of the control valve 800, the pressure is controlled to be low at low speeds, as shown by the dotted line, and at high speeds, the pressure is increased along a gentle slope curve, as shown by the solid line. In other words, the reaction force generated by the reaction force mechanism increases gradually in low speed conditions, and the gear generation pressure PG for a change in 1 nial torque rapidly increases to 5 as shown by the solid line in FIG. In addition, at high speeds, the slope of the reaction force of the reaction force mechanism becomes large, so the gear generation pressure PG with respect to the change in manual torque y rises gradually as shown by the dotted line in Figure 10, making the steering wheel operation that much heavier. , you can get a feeling of response.
〈発明の効果〉
以上のように本発明は、供給ポンプの吐出流量を制御す
る流量制御弁の余剰流ン可変絞りにより車速等に応じて
流量制御しこの制御流量を反力機構に加えるようにした
構成であるので、油圧反カン容易に制御することができ
、また必要によって絞り制御弁χ付加することで操舵圧
によって油圧反力を低速時と高速時とで異なった昇圧曲
線に制御し、高速時のマニアルトルクをゆるやかに増大
させることも簡単な構造によって得られる効果がある。<Effects of the Invention> As described above, the present invention controls the flow rate according to the vehicle speed etc. using the variable throttle of the flow control valve that controls the discharge flow rate of the supply pump, and applies this controlled flow rate to the reaction force mechanism. With this configuration, the hydraulic reaction force can be easily controlled, and by adding a throttle control valve χ if necessary, the hydraulic reaction force can be controlled to different pressure rise curves depending on the steering pressure at low speed and high speed. Gradually increasing the manual torque at high speeds is also an advantage of a simple structure.
第１図は本発明の実施例を示す動力舵取装置の断面図に
油圧系統図ン掛図した図、第２図は第１図の■−■線拡
犬断面図、第３図は第２の流量制御弁の要部断面図、第
４図は第２の流量制御弁による流量制御曲線内、第５図
は油圧反力の制御曲線図、第６図は操舵特性の曲線図、
第７図は本発明の他の実施例〉示す動力舵取装置の断面
図に油圧系統図を併重した図、第８図は他の実施例によ
る第２の流量制御弁の流量制御曲線図、第９図に同油圧
反力の制御曲線図、第１０図は同操舵特性の曲線図であ
る。
２１−−−ビニオン軸、田００．入力軸、圀。
・・反力室、ω・・・供給ポンプ、６１・・・第１の流
量制御弁、６５−・・第２の流量制御弁、６６・拳・可
変絞り、８０・・・絞り制御弁。Fig. 1 is a cross-sectional view of a power steering device showing an embodiment of the present invention with a hydraulic system diagram attached thereto, Fig. 2 is an enlarged cross-sectional view taken along the line ■-■ in Fig. 1, and Fig. 3 is a cross-sectional view of the 4 is a flow control curve by the second flow control valve, FIG. 5 is a control curve of hydraulic reaction force, and FIG. 6 is a curve of steering characteristics.
Fig. 7 is a diagram in which a hydraulic system diagram is superimposed on a sectional view of a power steering device according to another embodiment of the present invention, and Fig. 8 is a flow control curve diagram of a second flow control valve according to another embodiment. , FIG. 9 is a control curve diagram of the hydraulic reaction force, and FIG. 10 is a curve diagram of the steering characteristic. 21---Binion shaft, field 00. Input shaft, field. . . . Reaction force chamber, ω . . . Supply pump, 61 . . . First flow rate control valve, 65 - .
Claims (1)
シリンダへの圧油の給排を制御するサーボ弁と、車速等
に応じてハンドルトルクを変化させる反力機構を備えた
動力舵取装置の操舵力制御装置において、圧力流体供給
源より供給される一定流量の圧油を車速等に応じた流量
に可変絞りによって制御し余剰流を低圧側にバイパスす
る流量制御弁と、この流量制御弁によって制御された流
量の圧油を前記反力機構に導入する手段と、反力機構に
導入される圧油を絞って低圧側に逃すための逃し通路手
段とを備えた動力舵取装置の操舵力制御装置。A power steering device equipped with a servo valve that is operated based on the relative rotation of the input shaft and output shaft and controls the supply and discharge of pressure oil to the power cylinder, and a reaction force mechanism that changes the steering torque according to vehicle speed, etc. A steering force control device includes a flow control valve that controls a constant flow of pressure oil supplied from a pressure fluid supply source to a flow rate according to vehicle speed etc. using a variable throttle and bypasses excess flow to the low pressure side, and this flow control valve. Steering of a power steering device comprising: means for introducing pressure oil at a flow rate controlled by the reaction force mechanism into the reaction force mechanism; and relief passage means for throttling the pressure oil introduced into the reaction force mechanism and releasing it to the low pressure side. Force control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59274165A JPH0624955B2 (en) | 1984-12-27 | 1984-12-27 | Steering force control device for power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59274165A JPH0624955B2 (en) | 1984-12-27 | 1984-12-27 | Steering force control device for power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61155062A true JPS61155062A (en) | 1986-07-14 |
| JPH0624955B2 JPH0624955B2 (en) | 1994-04-06 |
Family
ID=17537936
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59274165A Expired - Lifetime JPH0624955B2 (en) | 1984-12-27 | 1984-12-27 | Steering force control device for power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0624955B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02216363A (en) * | 1989-02-17 | 1990-08-29 | Jidosha Kiki Co Ltd | Steering power control device for power steering gear |
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 |
| JPS53109334A (en) * | 1977-03-05 | 1978-09-25 | Jidosha Kiki Co Ltd | Steering force control device for power steering system |
-
1984
- 1984-12-27 JP JP59274165A patent/JPH0624955B2/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 |
| JPS53109334A (en) * | 1977-03-05 | 1978-09-25 | Jidosha Kiki Co Ltd | Steering force control device for power steering system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02216363A (en) * | 1989-02-17 | 1990-08-29 | Jidosha Kiki Co Ltd | Steering power control device for power steering gear |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0624955B2 (en) | 1994-04-06 |
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