JPS61191470A - Steering force control device of power steering gear - Google Patents
Steering force control device of power steering gearInfo
- Publication number
- JPS61191470A JPS61191470A JP3153885A JP3153885A JPS61191470A JP S61191470 A JPS61191470 A JP S61191470A JP 3153885 A JP3153885 A JP 3153885A JP 3153885 A JP3153885 A JP 3153885A JP S61191470 A JPS61191470 A JP S61191470A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- valve
- control
- steering
- reaction force
- 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.)
- Pending
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)
- 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、車速等に応じた制御圧を供給し、ハンドルト
ルクを車速等に応じて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関するものである。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a power steering device equipped with a reaction force mechanism that supplies control pressure according to vehicle speed, etc., and changes steering torque according to vehicle speed, etc. The present invention relates to a steering force control device.
〈従来の技術〉
車速等に比例した制御圧を反力機構に導入し、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。この種の制御装置において従来では、反力機構に導
入する油圧力を、動力舵取装置と供給ポンプとを結ぶ高
圧ラインの圧油を利用して制御するものがあるが、一般
にこの種の制御装置においては、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
舵圧をほとんど必要としない高速走行時には反力機構に
加える油圧力を高くする必要があるため、操舵圧と反力
油圧とを互いに干渉しないように制御するための構成が
複雑となっている。<Prior Art> It is known that a control pressure proportional to the vehicle speed or the like is introduced into a reaction force mechanism to control the steering force of the power steering device according to the vehicle speed or the like. Conventionally, this type of control device controls the hydraulic pressure introduced into the reaction force mechanism by using pressure oil in a high-pressure line connecting the power steering device and the supply pump; In terms of equipment, it is necessary to lower the hydraulic pressure applied to the reaction force mechanism when driving at low speeds that require steering pressure, and to increase the hydraulic pressure applied to the reaction force mechanism when driving at high speeds, which require little steering pressure. The configuration for controlling the steering pressure and the reaction oil pressure so as not to interfere with each other is complicated.
この間顆を解決した制御装置を本願出願人は特願昭５９
−８７２２１号によって特許出願している。この先願の
操舵力制御装置は、エンジンによって駆動される供給ポ
ンプから吐出された圧油を動力舵取装置に必要な所定流
量に制御し余剰流をバイパス通路にバイパスする第１の
流量制御弁と、この第１の流量制御弁によってバイパス
されたバイパス流量を一定流量に制御し余剰流を低圧側
にバイパスする第２の流量制御弁と、この第２の流量制
御弁によって制御された一定流量の圧油を車速等に応じ
た制御圧に制御する圧力制御弁と、この圧力制御弁にて
制御された制御圧を反力機構に導入する手段とによって
情成されたものである。The applicant of the present application filed a patent application in 1983 for a control device that solved this problem.
A patent application has been filed under No.-87221. The steering force control device of this prior application includes a first flow control valve that controls the pressure oil discharged from the supply pump driven by the engine to a predetermined flow rate required for the power steering device, and bypasses the excess flow to a bypass passage. , a second flow control valve that controls the bypass flow bypassed by the first flow control valve to a constant flow rate and bypasses the surplus flow to the low pressure side, and a constant flow rate controlled by the second flow control valve. This is realized by a pressure control valve that controls the pressure oil to a control pressure according to vehicle speed, etc., and means for introducing the control pressure controlled by the pressure control valve into the reaction force mechanism.
〈発明が解決しようとする問題点〉
上記先願の操舵力制御装置は、供給ポンプの吐出流量を
制御する流量制御弁の余剰流を圧力制御弁によって制御
し、反力機構に加える制御圧を車速等に応じて制御する
ので操舵圧に関係なく油圧反力を容易に制御できる効果
を有している。しかしながらこのものは反力油圧の制御
範囲を大きくとることができないため、油圧反力を大き
くするためには反力室の受圧面積を大きくしなければな
らない等の技術的制約が生ずる問題がある。本発明は、
供給ポンプからの一定流量の圧油を分流制御弁によって
サーボ弁側と反力機構側に分流するとともに、圧力分離
を行い、反力油圧を自由に設定可能とし、受圧面積の小
さな反力室を用いて反力制御を行い得るようにしたもの
である。<Problems to be Solved by the Invention> The steering force control device of the prior application controls the surplus flow of the flow rate control valve that controls the discharge flow rate of the supply pump using a pressure control valve, and controls the control pressure applied to the reaction force mechanism. Since it is controlled according to the vehicle speed, etc., it has the effect of easily controlling the hydraulic reaction force regardless of the steering pressure. However, this method does not allow a wide control range of the reaction hydraulic pressure, and therefore has the problem of technical constraints such as the need to increase the pressure receiving area of the reaction chamber in order to increase the hydraulic reaction force. The present invention
A constant flow of pressure oil from the supply pump is divided into the servo valve side and the reaction force mechanism side by a flow control valve, and the pressure is separated, making it possible to freely set the reaction oil pressure and creating a reaction chamber with a small pressure receiving area. This allows reaction force control to be performed using the
く問題点を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、供
給ポンプより吐出された一定流量の圧油をサーボ弁側に
通ずる第１制御穴と反力機構側に通ずる第２制御穴とに
一定の流量配分で分流する分流制御弁を備え、前記反力
機構に供給される圧油を車速 ゛等に応じた圧力に制
御する電磁制御弁を設けたものである。Means for Solving the Problems The present invention provides a servo valve that is operated based on the relative rotation between an input shaft and an output shaft to control 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, and a handle that controls supply and discharge of pressure oil to and from a power cylinder. In a steering force control device for a power steering device equipped with a reaction force mechanism that changes torque, a first control hole that communicates a constant flow of pressure oil discharged from a supply pump to the servo valve side and a first control hole that communicates to the reaction force mechanism side. The system is equipped with a diversion control valve that divides the flow into the two control holes at a constant flow rate distribution, and an electromagnetic control valve that controls the pressure oil supplied to the reaction force mechanism to a pressure that corresponds to the vehicle speed, etc.
く作 用〉
本発明は、供給ポンプから吐出された一定流量の圧油を
分流制御弁の制御絞りによって反力機構流量を一定に制
御し、残りの一定流量をサーボ弁側に供給するよう分流
する。この分流された圧油は制御弁の第１制御穴よりサ
ーボ弁に供給され、第２制御穴より反力機構に供給され
る。そして反力油圧あるいはギヤ発生圧力の上昇に応じ
て前記１．２制御穴が絞り作用されることにより、低速
時にはサーボ弁のギヤ発生圧力に拘わらす反力機構への
供給圧油を低圧に制御し、また、高速時には反力機構へ
の供給圧油を高圧に制御して操舵力制御を行うものであ
る。Function> The present invention controls the reaction force flow rate of a constant flow rate of pressure oil discharged from a supply pump to a constant level using a control throttle of a flow control valve, and divides the flow rate so that the remaining constant flow rate is supplied to the servo valve side. do. This divided pressure oil is supplied to the servo valve through the first control hole of the control valve, and is supplied to the reaction force mechanism through the second control hole. The control hole 1.2 is throttled in response to an increase in reaction oil pressure or gear generation pressure, thereby controlling the pressure oil supplied to the reaction mechanism to a low pressure at low speeds, regardless of the gear generation pressure of the servo valve. Furthermore, at high speeds, the pressure oil supplied to the reaction force mechanism is controlled to a high pressure to control the steering force.
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
乃至第３図は第１実施例である。第１図において、１１
は動力舵取装置の本体をなすハウシング本体、１２はハ
ウジング本体１１に固着されている弁ハウシングである
。このハウジング本体１１及び弁ハウジング１２内には
一対の軸受１３．１４を介してピニオン軸（出力軸）２
１が回転自在に軸承されており、このピニオン軸２１に
はこれと交差する方向に摺動可能なラック軸２２のラッ
ク歯２２ａ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. 1 to 3 show a first embodiment. In Figure 1, 11
1 is a housing main body forming the main body of the power steering device, and 12 is a valve housing fixed to the housing main body 11. A pinion shaft (output shaft) 2 is inserted into the housing body 11 and the valve housing 12 via a pair of bearings 13 and 14.
1 is rotatably supported on a shaft, and rack teeth 22a of a rack shaft 22 that is slidable in a direction intersecting the pinion shaft 21 are engaged with the pinion shaft 21. 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１２の穴内には、制御弁機構３０が収納さ
れている。制御弁機構（サーボ弁）３０は、操舵軸とし
ての入力軸２３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。A control valve mechanism 30 is housed within the hole of the valve housing 12. The control valve mechanism (servo valve) 30 includes a rotary valve member 31 integrally formed with an input shaft 23 as a steering shaft.
The main component is a sleeve valve member 32 that is fitted around the outer periphery of the rotary valve member 31 so as to be concentric and relatively rotatable.
ロータリ弁部材３１は、これと一体の入力軸２３に一端
を連結したトーションバー２４を介してピニオン軸２１
に可撓的に連結されている。また、ロータリ弁部材３１
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
溝底部より内周部に連通ずる連通路３７が穿設されてい
る。入力軸２３に前記内周部と弁ハウジング１２内の低
圧室３８とを連通ずる通路３９が設けられている。−方
スリーブ弁部材３２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れ、各溝部より
スリーブ弁部材３２の外周に開口する分配穴４０．４１
が設けられている。供給ボート３５より供給される圧力
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３７及び通路３９を経て低圧室３
８より排出ボート３６に流出する。この場合、両分配ボ
ー）３３，３４は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偏
位すれば、一方の分配穴４０又は４１には供給ボート３
５より圧油が供給され、他方の分配穴４１又は４０にパ
ワーシリンダから排出された流体が流入し、連通路３７
９通路３９、低圧室３８を経て排出ボート３６に放出さ
れるようになっている。The rotary valve member 31 is connected to the pinion shaft 21 via a torsion bar 24 whose one end is connected to an input shaft 23 integral with the rotary valve member 31.
flexibly connected to. In addition, the rotary valve member 31
Although not shown, a plurality of lands and grooves extending in the axial direction are formed at equal intervals on the outer periphery of the holder, and a communication path 37 is bored through the bottom of the groove to communicate with the inner periphery. There is. The input shaft 23 is provided with a passage 39 that communicates the inner peripheral portion with the low pressure chamber 38 within the valve housing 12 . A plurality of lands and grooves extending in the axial direction are also formed at equal intervals on the inner circumference of the sleeve valve member 32, and distribution holes 40, 41 open from each groove to the outer circumference of the sleeve valve member 32.
is provided. When the control valve is in the neutral state, the pressure fluid supplied from the supply boat 35 flows evenly into the grooves on both sides of the land portion, and flows through the communication passage 37 and the passage 39 to the low pressure chamber 3.
8 and flows out to the discharge boat 36. In this case, the power cylinder is not operated because both distribution bows 33 and 34 are at low and equal pressures. If the control valve deviates from its neutral state, one distribution hole 40 or 41 will be filled with the supply boat 3.
Pressure oil is supplied from 5, and fluid discharged from the power cylinder flows into the other distribution hole 41 or 40, and the communication path 37
It is designed to be discharged into a discharge boat 36 through a nine passage 39 and a low pressure chamber 38.
反力機構は次の通りである。第２図でも示すように、ロ
ータリ弁部材３１のビニオン軸２１側の端部に半径方向
に両側に突起した突起部５０が形成されており、この突
起部５０と対応するピニオン軸２１には突起部５０を入
力軸２３の軸線回りに数角度旋回可能に遊嵌する嵌合溝
５１が形成されている。突起部５０の外周面にはテーパ
状の係合溝５２が形成されており、制御弁の中立状態で
、ピニオン軸２１には係合溝５２と対応する位置で半径
方向に挿通穴５３が形成されている。挿通穴５３に、プ
ランジャ５４が半径方向に摺動可能に挿入され、プラン
ジャ５４の後部へ作動油を導（べく環状溝５５が形成さ
れている。この挿通穴５３と環状溝５５とで反力室５６
が構成されている。５８は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
ト５８と環状溝５５を連通ずる通路である。The reaction force mechanism is as follows. As shown in FIG. 2, a protrusion 50 that protrudes on both sides in the radial direction is formed at the end of the rotary valve member 31 on the pinion shaft 21 side. A fitting groove 51 is formed into which the part 50 is loosely fitted so as to be rotatable through several angles around the axis of the input shaft 23. A tapered engagement groove 52 is formed on the outer peripheral surface of the protrusion 50, and an insertion hole 53 is formed in the pinion shaft 21 in the radial direction at a position corresponding to the engagement groove 52 when the control valve is in a neutral state. has been done. A plunger 54 is slidably inserted in the insertion hole 53 in the radial direction, and an annular groove 55 is formed to guide hydraulic oil to the rear part of the plunger 54. Room 56
is configured. Reference numeral 58 is a boat that introduces pressure fluid from a pump controlled according to the vehicle speed, etc., and 57 is a passage that communicates the boat 58 with the annular groove 55.
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方式でもよ
い。The reaction force mechanism configured as described above is a so-called radial type, but may also be a thrust type configured to apply a reaction force in the axial direction.
６１は自動車エンジンによって駆動される供給ポンプか
らの吐出圧油の流量ＱＯを一定流量Ｑに制御する流量制
御弁である。この流量制御弁６１は、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６２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
ように低圧側に通じたバイパス通路６３を開口制御する
バイパス弁６４によって構成されている。尚、供給ポン
プが定速モータ駆動式の一定流量を吐出するものである
場合には前記流量制御弁６１は不要である。Reference numeral 61 denotes a flow control valve that controls the flow rate QO of pressure oil discharged from a supply pump driven by the automobile engine to a constant flow rate Q. The flow rate control valve 61 is operated according to the metering orifice 62 and the longitudinal pressure of the metering orifice 62, and controls the opening of the bypass passage 63 leading to the low pressure side so as to keep the longitudinal pressure constant. It is constituted by a bypass valve 64. Incidentally, if the supply pump is of a constant speed motor-driven type and discharges a constant flow rate, the flow rate control valve 61 is not necessary.
６５は前記流量制御弁６１の高圧側と接続する分流制御
弁（フローデバイダ）である。この分流制御弁６５は、
サーボ弁の供給ボート３５に通路４５を介して連通ずる
第１制御穴６８と、反力室５６に通じる導入ボート５８
に通路４６を介して連通ずる第２制御穴６９と、前記一
定流量Ｑの圧油を前記第１制御穴６８と第２制御穴６９
に一定の流量ＱＧ。Reference numeral 65 denotes a flow divider that is connected to the high pressure side of the flow rate control valve 61. This branch control valve 65 is
a first control hole 68 communicating with the supply boat 35 of the servo valve via passage 45; and an introduction boat 58 communicating with the reaction force chamber 56.
A second control hole 69 communicates with the first control hole 68 and the second control hole 69 through a passage 46, and the pressure oil at the constant flow rate Q is communicated with the first control hole 68 and the second control hole 69.
at a constant flow rate QG.
ＯＲに分流する制御絞り６６および制御スプール６７を
有し、この制御スプール６７は制御絞り６６の前後圧を
一定に維持するように前記第１制御穴６８と第２制御穴
６９の開口面積を絞り制御する。さらに、前記反力機構
側の通路４６には反力油圧ＰＲを車速等に応じて制御し
て反力室５６に作用させるための電磁レリーフ弁７０が
接続されている。It has a control aperture 66 and a control spool 67 that separate the flow to the OR, and the control spool 67 reduces the opening area of the first control hole 68 and the second control hole 69 so as to maintain the front and rear pressure of the control aperture 66 constant. Control. Further, an electromagnetic relief valve 70 is connected to the passage 46 on the side of the reaction force mechanism to control the reaction oil pressure PR in accordance with the vehicle speed and the like so that it acts on the reaction force chamber 56.
この電磁レリーフ弁７０は第３図で示すように、コンピ
ュータ８０によって制御されるソレノイド駆動回路８１
から車速信号Ｖに応じた電流値が供給されるソレノイド
７１と、このソレノイド７１の作用によってバネ荷重が
変化されるレリーフ圧設定用スプリング７４と、このス
プリング７４にて押付けられレリーフ通路７２を介して
反力油圧ＰＲを低圧側に逃すボール弁７３とから構成さ
れている。尚、電磁レリーフ弁７０に代えて電磁絞り弁
でもよい。As shown in FIG. 3, this electromagnetic relief valve 70 is operated by a solenoid drive circuit 81 controlled by a computer 80.
a solenoid 71 to which a current value corresponding to the vehicle speed signal V is supplied from the solenoid 71; a relief pressure setting spring 74 whose spring load is changed by the action of the solenoid 71; It is composed of a ball valve 73 that releases the reaction force hydraulic pressure PR to the low pressure side. Note that the electromagnetic relief valve 70 may be replaced with an electromagnetic throttle valve.
前記反力機構側の通路４６には前記電磁レリー ′”
フ弁７０の最高圧より若干高い圧力で作動する安全レリ
ーフ弁１０１が接続されている。In the passage 46 on the side of the reaction force mechanism, the electromagnetic relay ′”
A safety relief valve 101 that operates at a pressure slightly higher than the maximum pressure of the safety relief valve 70 is connected.
次に上記構成の動作について説明する。供給ポンプより
吐出された圧油の流量ＱＯを流量制御弁６１にて一定流
量Ｑに制御する。この一定流量Ｑに制御された圧油は分
流制御弁６５によってサーボ弁側と反力機構側に一定の
流量配分で分流される。すなわち、制御絞り６６によっ
て反力機横側流量ＱＲを一定に制御し、残りの一定流Ｑ
Ｇをサーボ弁側に供給するものである。Next, the operation of the above configuration will be explained. The flow rate QO of the pressure oil discharged from the supply pump is controlled to a constant flow rate Q by a flow rate control valve 61. The pressure oil controlled to have a constant flow rate Q is divided into the servo valve side and the reaction force mechanism side by a flow control valve 65 at a constant flow rate distribution. That is, the control throttle 66 controls the reaction force machine side flow rate QR to a constant value, and the remaining constant flow rate Q
G is supplied to the servo valve side.
車速が低い状態では電磁レリーフ弁７０のソレノイド７
１に最大電流が供給され、これによりレリーフ圧設定用
スプリング７４のバネ荷重は実質的にＯとなり、反力油
圧ＰＲはリザーバにドレーンされる。この場合にハンド
ル操作に伴いサーボ弁側のギヤ発生圧力ＰＧが上昇する
と、分流制御弁６５のスプール６７は、第１図において
右方に軸動し、第２制御穴６９の開口面積を絞り、サー
ボ弁側と反力機構側とを油圧的に分離する。これにより
ギヤ発生圧力ＰＧの上昇に拘らず、サーボ弁側及び反力
機構側への流量配分を変化させることなく、反力機構側
の反力油圧ＰＲはＯに保持される。従って、ハンドル操
作により操舵軸２４が回転されると、プランジャ５４は
容易に押し上げられ、これによりスリーブ弁部材３２と
ロータ弁部材３１とが相対回転され、マニアルトルクに
対するギヤ発生圧力ＰＧの変化は第５図の低速の曲線で
示す特性となり、軽快なハンドル操作ができる。When the vehicle speed is low, the solenoid 7 of the electromagnetic relief valve 70
1, the spring load of the relief pressure setting spring 74 becomes substantially O, and the reaction oil pressure PR is drained to the reservoir. In this case, when the gear generated pressure PG on the servo valve side rises due to handle operation, the spool 67 of the branch control valve 65 pivots to the right in FIG. 1, narrows the opening area of the second control hole 69, and The servo valve side and the reaction force mechanism side are hydraulically separated. As a result, the reaction oil pressure PR on the reaction force mechanism side is maintained at O without changing the flow distribution to the servo valve side and the reaction force mechanism side, regardless of the increase in the gear generation pressure PG. Therefore, when the steering shaft 24 is rotated by operating the handle, the plunger 54 is easily pushed up, thereby causing the sleeve valve member 32 and the rotor valve member 31 to rotate relative to each other. The characteristics shown in the low-speed curve in Figure 5 are obtained, allowing for light steering operation.
また、車速か所定値を越えると、コンピュータ８０に入
力される車速信号Ｖに応じてソレノイド駆動回路８１が
制御され、電磁レリーフ弁７０のソレノイド７３に供給
される電流値が車速の上昇に応じて低下される。これに
よりレリーフ圧設定用スプリング７４のバネ荷重が車速
の上昇に応じて増大され、反力油圧ＰＲが高められる。Furthermore, when the vehicle speed exceeds a predetermined value, the solenoid drive circuit 81 is controlled according to the vehicle speed signal V input to the computer 80, and the current value supplied to the solenoid 73 of the electromagnetic relief valve 70 is adjusted according to the increase in vehicle speed. lowered. As a result, the spring load of the relief pressure setting spring 74 is increased as the vehicle speed increases, and the reaction oil pressure PR is increased.
これに基づいて分流制御弁６５のスプール６７は第１図
において左方に軸動し、高速時には第１制御穴６８の開
口面積を絞り、反力機構側とサーボ弁側とを油圧的に分
離する。これにより反力機構側の反力油圧ＰＲは高圧に
制御され、この圧力は最高ポンプレリーフ圧まで設定可
能である。従って、車速の上昇に応じてプランジャ５４
は反力油圧ＰＲに応じた力で係合溝５２に押付けられ、
スリーブ弁部材３２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に対するギヤ発生圧力ＰＧの変化
は前記低速時のギヤ発生圧力のパターンをそのまま平行
移動させた特性となり、ハンドル操作は重くなる。Based on this, the spool 67 of the diversion control valve 65 pivots to the left in Fig. 1, and at high speeds, the opening area of the first control hole 68 is reduced, hydraulically separating the reaction mechanism side and the servo valve side. do. As a result, the reaction oil pressure PR on the reaction mechanism side is controlled to a high pressure, and this pressure can be set up to the maximum pump relief pressure. Therefore, as the vehicle speed increases, the plunger 54
is pressed against the engagement groove 52 with a force corresponding to the reaction oil pressure PR,
The change in the gear generated pressure PG with respect to the manual torque that causes the sleeve valve member 32 and the rotary valve member 31 to rotate relative to each other has a characteristic that is a parallel shift of the pattern of the gear generated pressure at low speed, making the steering wheel operation difficult.
また、反力機構側の通路に接続されている安全レリーフ
弁１０１は、万一電磁レリーフ弁７０に至る反力油圧Ｐ
Ｒのライン間で目詰まりし、流れが止められたとき、分
流制御弁６５の制御絞り６６の前後差圧がな（なって、
スプール６７がばね力で左エンドまで戻され、サーボ弁
側への流量ＱＧがシャットし、供給ポンプ圧がポンプレ
リーフ圧まで上昇し、この圧力が反力機構にもかかって
操舵力が重くなるため、反力油圧ＰＲがポンプレリーフ
圧まで上昇しないように低圧側にレリーフして安全を確
保するものである。In addition, the safety relief valve 101 connected to the passage on the side of the reaction force mechanism prevents the reaction force hydraulic pressure P from reaching the electromagnetic relief valve 70 by any chance.
When the line R is clogged and the flow is stopped, the differential pressure across the control throttle 66 of the diverter control valve 65 is reduced.
The spool 67 is returned to the left end by the spring force, the flow rate QG to the servo valve side is shut off, and the supply pump pressure rises to the pump relief pressure, and this pressure is also applied to the reaction force mechanism, increasing the steering force. , to ensure safety by providing relief to the low pressure side so that the reaction hydraulic pressure PR does not rise to the pump relief pressure.
第４図は本発明の第２実施例である。この第２実施例は
、第１実施例における電磁レリーフ弁７０のドレン側に
リザーバに通じる可変絞り弁９０を設け、この可変絞り
弁９０を可変絞り作用させるための信号圧力としてギヤ
発生圧力ＰＧを導入するようにし、このギヤ発生圧力Ｐ
Ｇを高速時に導入するよう反力油圧ＰＲが高いときに、
その圧力によって切替えられる切替弁９１を設けたもの
である。尚、この切替弁９１は、車速センサの信号に基
づいて切替えられる電磁切替弁であってもよい。FIG. 4 shows a second embodiment of the invention. In the second embodiment, a variable throttle valve 90 communicating with the reservoir is provided on the drain side of the electromagnetic relief valve 70 in the first embodiment, and a gear generation pressure PG is used as a signal pressure for causing the variable throttle valve 90 to perform a variable throttle action. This gear generated pressure P
When the reaction oil pressure PR is high to introduce G at high speed,
A switching valve 91 is provided which can be switched depending on the pressure. Note that this switching valve 91 may be an electromagnetic switching valve that is switched based on a signal from a vehicle speed sensor.
この第２実施例の場合は、車速の上昇に基づいて可変絞
り弁９０に導入されるギヤ発生圧力ＰＧに応じて絞り面
積を小さくし、電磁レリーフ弁７０のドレン圧を制御す
ることにより、第５図の中速、高速曲線の八で示すよう
にギヤ発生圧力に応じてマニアルトルク特性の傾きを大
きく変え、ハンドルを切込んだときの手ごたえ感を明確
にするものである。なお、可変絞り弁９０は電磁レリー
フ７０と通路４６との間の圧力側に設けても、第２実施
例の場合と同様な効果が期待できる。In the case of the second embodiment, the throttle area is reduced in accordance with the gear generation pressure PG introduced into the variable throttle valve 90 based on an increase in vehicle speed, and the drain pressure of the electromagnetic relief valve 70 is controlled. As shown by 8 in the medium-speed and high-speed curves in Figure 5, the slope of the manual torque characteristic changes greatly depending on the gear generation pressure, thereby clarifying the feeling of response when turning the steering wheel. Note that even if the variable throttle valve 90 is provided on the pressure side between the electromagnetic relief 70 and the passage 46, the same effect as in the second embodiment can be expected.
〈発明の効果〉
以上のように本発明は、供給ポンプからの一定流量の圧
油を分流制御弁によってサーボ弁側と反力機構側とに一
定の流量配分で分流し、かつ反力機構側に分流された供
給流量を車速等に応じた圧力に制御する構成であるから
、反力油圧が最高ポンプレリーフ圧まで設定できる自由
度が得られ、殊に受圧面積が小さい油圧反力機構で操舵
力の制御範囲を大きくできる効果がある。<Effects of the Invention> As described above, the present invention allows a constant flow rate of pressure oil from a supply pump to be divided into a servo valve side and a reaction mechanism side with a constant flow rate distribution using a distribution control valve, and also to divide a constant flow rate of pressure oil from a supply pump into a reaction force mechanism side Since the configuration controls the supply flow divided into two parts to a pressure according to vehicle speed, etc., there is a degree of freedom in which the reaction oil pressure can be set up to the maximum pump relief pressure, and it is especially useful for steering with a hydraulic reaction force mechanism with a small pressure receiving area. This has the effect of increasing the control range of force.
第１図は本発明の第１実施例を示す動力舵取装置の断面
図に油圧系統図を供回した図、第２図は第１図Ｔｌ−１
１線断面図、第３図は電磁レリーフ弁の要部断面図、第
４図は本発明の第２実施例を示す油圧系統図、第５図は
操舵特性の曲線図である。
２１・・・ビニオン軸、２３・・・入力軸、５６・・・
反力室、６５・・・分流制御弁、６６・・・制御紋り、
６７・・・スプール、６８・・・第１制御穴、６９・・
・第２制御穴、７０・・・電磁レリーフ弁。
特 許 出 願 人豊田工機株式会社
代 理 人 平 井 二
部第２図
第３図Fig. 1 is a sectional view of a power steering device showing a first embodiment of the present invention with a hydraulic system diagram, and Fig. 2 is Fig. 1 Tl-1.
3 is a cross-sectional view of a main part of an electromagnetic relief valve, FIG. 4 is a hydraulic system diagram showing a second embodiment of the present invention, and FIG. 5 is a curve diagram of steering characteristics. 21... Binion shaft, 23... Input shaft, 56...
Reaction force chamber, 65... Diversion control valve, 66... Control crest,
67... Spool, 68... First control hole, 69...
-Second control hole, 70...electromagnetic relief valve. Patent application: Toyoda Machine Tool Co., Ltd. Agent: Mr. Hirai
Part 2 Figure 3
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、供給ポンプよ
り吐出された一定流量の圧油をサーボ弁側に通ずる第１
制御穴と反力機構側に通ずる第２制御穴とに一定の流量
配分で分流する分流制御弁を備え、前記反力機構に供給
される圧油を車速等に応じた圧力に制御する電磁制御弁
を設けてなる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. In the steering force control device of
Electromagnetic control that includes a flow control valve that divides the flow at a constant flow rate between a control hole and a second control hole that communicates with the reaction force mechanism, and controls the pressure oil supplied to the reaction force mechanism to a pressure that corresponds to the vehicle speed, etc. A steering force control device for a power steering device equipped with a valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3153885A JPS61191470A (en) | 1985-02-21 | 1985-02-21 | Steering force control device of power steering gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3153885A JPS61191470A (en) | 1985-02-21 | 1985-02-21 | Steering force control device of power steering gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61191470A true JPS61191470A (en) | 1986-08-26 |
Family
ID=12333967
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3153885A Pending JPS61191470A (en) | 1985-02-21 | 1985-02-21 | Steering force control device of power steering gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61191470A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01144172U (en) * | 1988-03-08 | 1989-10-03 |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5929569A (en) * | 1982-08-13 | 1984-02-16 | Kayaba Ind Co Ltd | Power steeering gear |
| JPS59179456A (en) * | 1983-03-30 | 1984-10-12 | Hino Motors Ltd | Control valve of power steering device |
-
1985
- 1985-02-21 JP JP3153885A patent/JPS61191470A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5929569A (en) * | 1982-08-13 | 1984-02-16 | Kayaba Ind Co Ltd | Power steeering gear |
| JPS59179456A (en) * | 1983-03-30 | 1984-10-12 | Hino Motors Ltd | Control valve of power steering device |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01144172U (en) * | 1988-03-08 | 1989-10-03 |
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