JPS61218481A - Steering force controller for power steering - Google Patents
Steering force controller for power steeringInfo
- Publication number
- JPS61218481A JPS61218481A JP5607885A JP5607885A JPS61218481A JP S61218481 A JPS61218481 A JP S61218481A JP 5607885 A JP5607885 A JP 5607885A JP 5607885 A JP5607885 A JP 5607885A JP S61218481 A JPS61218481 A JP S61218481A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- pressure
- steering
- reaction
- car speed
- 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
- 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」−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ぜ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] <Field of application in industry> The present invention provides a power steering system 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 for a steering 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８１７においては、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である。<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. In this type of 817, the hydraulic pressure introduced into the reaction force mechanism is controlled using pressure oil in a high pressure line connecting the power steering device and the supply pump.
〈発明が解決しようとする問題点〉
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
をはとんと必要としない高速時には高くする必要がある
。<Problems to be solved by the invention> In general, this type of control device lowers the hydraulic pressure applied to the reaction force mechanism when running at low speeds when steering pressure is required, and conversely lowers the hydraulic pressure applied to the reaction force mechanism when running at high speeds when steering pressure is not needed at all. need to be higher.
従来ではこの反力機構に加える油圧力の制御は、操舵圧
とは関係なく車速等の信号に基づいて電磁圧力制御弁に
て制御している。これによるマニアルトルク−ギヤ発生
圧力特性は第４図で示すように高速走行時の特性は２点
鎖線のように低速走行時の特性に対して平行移動するの
みであり、高速走行時の特性の傾きか自由に変えられな
い。そのため、反力油圧が高い状態でハンドルを切り込
んでいっても操舵力の変化に乏しい問題がある。理想と
しては第４図の高速走行時の実線で示すように傾きを大
きくした特性とすることである。Conventionally, the hydraulic pressure applied to this reaction force mechanism is controlled by an electromagnetic pressure control valve based on signals such as vehicle speed, regardless of steering pressure. As shown in Fig. 4, the manual torque-gear generated pressure characteristics resulting from this change are such that the characteristics during high-speed driving only shift in parallel to the characteristics during low-speed driving, as shown by the two-dot chain line, and the characteristics during high-speed driving differ from those during low-speed driving. The tilt cannot be changed freely. Therefore, there is a problem in that even if the steering wheel is turned in a state where the reaction oil pressure is high, the steering force does not change much. Ideally, the characteristics should have a large slope as shown by the solid line during high-speed running in FIG.
本発明は、上記従来の問題点に鑑み、高速走行時におけ
るマニアルトルク−ギヤ発生圧力特性を、理想とする大
きな傾きとし、操舵力の変化を明確にしたものである。In view of the above-mentioned conventional problems, the present invention makes the manual torque-gear generation pressure characteristic during high-speed running ideal with a large slope, and clarifies the change in steering force.
〈問題点を解決するための手段〉
本発明は、入力軸上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と
反力機構の反力室側とに分流する分流制御弁と、サーボ
弁側の通路と反力室側の通路とを固定絞りを介して連通
した連通路と、前記反力室側の通路に設けた車速等に応
じて制御される電磁レリーフ弁上、この電磁レリーフ弁
と直列に電磁レリーフ弁のレリーフ設定圧に応じて作動
する可変絞り弁とを備えたものである。<Means for Solving the Problems> The present invention provides a servo valve that is operated based on the relative rotation between the input shaft and the output shaft and controls the supply and discharge of pressure oil to the power cylinder, and a handle that is operated based on the relative rotation between the input shaft and the output shaft. In a steering force control device for a power steering device equipped with a reaction force mechanism that changes torque, a diversion system that divides a constant flow of pressure oil discharged from a supply pump into the servo valve side and the reaction chamber side of the reaction force mechanism. A control valve, a communication passage that communicates a passage on the servo valve side and a passage on the reaction chamber side via a fixed throttle, and an electromagnetic relief valve that is provided in the passage on the reaction chamber side and is controlled according to vehicle speed, etc. Above, a variable throttle valve is provided in series with the electromagnetic relief valve, which operates according to the relief setting pressure of the electromagnetic relief valve.
〈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ＩＩ７御弁によってサーボ弁側に反力室側とに供
給するよう分流する。反力室側に分流された圧油は、電
磁レリーフ弁にまり車速等に応じたレリーフ設定圧と、
このレリーフ設定圧により作動する可変絞り弁とにより
反力室に導入される反力油圧を制御し、また、この反力
油圧は連通路の固定絞りによる→Ｊ゛−ボ弁側のキヤ発
生圧力と反力油圧との差圧の」１昇に応じて上昇し、高
速時に反力室への供給油圧を高圧に制御して操舵力制御
を行うものである。<Function> In the present invention, a constant flow rate of pressure oil discharged from the supply pump is divided so as to be supplied to the servo valve side and the reaction force chamber side by the division/flow II7 control valve. The pressure oil diverted to the reaction force chamber enters the electromagnetic relief valve and sets the relief pressure according to the vehicle speed, etc.
The reaction oil pressure introduced into the reaction force chamber is controlled by a variable throttle valve operated by this relief setting pressure, and this reaction oil pressure is controlled by a fixed restriction in the communication passage → the gear generation pressure on the J-bo valve side. The hydraulic pressure increases as the differential pressure between the hydraulic pressure and the reaction pressure increases by 1, and the hydraulic pressure supplied to the reaction force chamber is controlled to a high pressure at high speeds to control the steering force.
〈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、】１は動力舵取装置の本体をなすハウジング
本体、１２はハウジング本体１１に固着されている弁ハ
ウジングである。このハウジング本体ＩＩ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）２１が回転自在に軸承されており、このピ
ニオン軸２Ｉ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。<Examples> Examples of the present invention will be described below based on the drawings. In FIG. 1, numeral 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. In FIG. A pinion shaft (output shaft) 21 is rotatably supported in the housing main body II and the valve housing 12 via a pair of bearings 13 and 14, and the pinion shaft 2I is slidable in a direction crossing the pinion shaft 2I. The rack teeth 22a of the possible rack shafts 22 are in mesh. 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、サーボ弁３０が収納され
ている。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。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、図示しないか、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。A servo valve 30 is housed in the hole of the valve housing 12. The servo valve 30 mainly includes a rotary valve member 31 formed integrally with an input shaft 23 as a steering shaft, and a sleeve valve member 32 fitted to the outer circumference of the rotary valve member 31 concentrically and relatively rotatably. It is used as a component. The rotary valve member 31 is flexibly connected to the pinion shaft 21 via a torsion bar 24 whose one end is connected to an input shaft 23 integral therewith. Further, on the outer periphery of the rotary valve member 31, a plurality of land portions and groove portions (not shown) extending in the axial direction are formed at equal intervals, and a communication path that communicates from the bottom of the groove to the inner peripheral portion. 37 are drilled.
入力軸２３に前記内周部と弁ハウシング１２内の低圧室
３８とを連通ずる通路３９が設けられている。一方スリ
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３８よ
り排出ボート３６に流出する。この場合、両分配ボート
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３５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３７２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 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 . 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 32, and distribution holes 40° 41 are provided that open from each groove to the outer periphery of the sleeve valve member 32. ing. When the control valve is in the neutral state, the pressure fluid supplied from the supply boat 35 flows equally into the grooves on both sides of the land portion, and flows out from the low pressure chamber 38 to the discharge boat 36 via the communication passage 37 and the passage 39. In this case, both distribution boats 33, 34 are at low and equal pressure, so the power cylinder is not activated. When the control valve deviates from the neutral state, pressure oil is supplied from the supply boat 35 to one distribution hole 40 or 41, and fluid discharged from the power cylinder flows into the other distribution hole 41 or 40, and the connection is established. The liquid is discharged into the discharge boat 36 through a passage 372, a passage 39, and a low pressure chamber 38.
反力機構は次の通りである。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と対応するビニ
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。The reaction force mechanism is as follows. 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 binion shaft 21 side. A fitting groove 51 is formed into which the fitting groove 51 is loosely fitted so as to be rotatable several angles.
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、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
導くべく環状溝５５が形成されている。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 radial direction in the pinion shaft 21 at a position corresponding to the engagement groove 52 when the control valve is in the 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 fluid to the rear of the plunger 54.
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 insertion hole 53 and the annular groove 55 constitute a reaction force chamber 56. 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.
第２図において、６Ｉは自動車エンジンによって駆動さ
れる供給ポンプ６０からの吐出圧油の流量００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６
Ｉ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。In FIG. 2, 6I is a flow control valve that controls the flow rate 00 of the pressure oil discharged from the supply pump 60 driven by the automobile engine to a constant flow rate Q. This flow, quantity control valve 6
I is operated by a metering orifice 62 and a bypass valve 64 that is operated according to the front and rear pressure of this metering orifice 62 and controls the opening of a bypass passage 63 communicating with the low pressure side so as to keep this front and rear pressure constant. It is configured. 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、
前記流量Ｑを固定絞り６８の前後差圧並びにスプリング
によって作動される制御スプール６７によりサーボ弁３
０側の通路４５へ流量ＯＧを、また反力室５６側の通路
４６へ流量ＯＲを分流する。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
The flow rate Q is controlled by the servo valve 3 using the differential pressure across the fixed throttle 68 and the control spool 67 operated by a spring.
The flow rate OG is divided into the passage 45 on the 0 side, and the flow rate OR is divided into the passage 46 on the reaction force chamber 56 side.
さらに、前記通路４５と４６間を固定絞り９１を有する
連通路９０で連通している。また、反力室５６側の通路
４６には車速等に応じて制御される電磁レリーフ弁７０
と、この電磁レリーフ弁７０の直前に電磁レリーフ弁７
０のレリーフ設定圧に応じて作動する可変絞り弁１００
が配置されている。第２図において、６４はパワーシリ
ンダを示す。Further, the passages 45 and 46 are communicated through a communication passage 90 having a fixed throttle 91. Further, in the passage 46 on the side of the reaction force chamber 56, an electromagnetic relief valve 70 that is controlled according to the vehicle speed, etc.
And, immediately before this electromagnetic relief valve 70, an electromagnetic relief valve 7 is installed.
Variable throttle valve 100 that operates according to the relief setting pressure of 0
is located. In FIG. 2, 64 indicates a power cylinder.
前記電磁レリーフ弁７０は第３図で示すように、コンピ
ュータによって制御されるソレノイド制御回路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。As shown in FIG. 3, the electromagnetic relief valve 70 has a solenoid 71 supplied with a current value according to a vehicle speed signal V from a solenoid control circuit 81 controlled by a computer.
, a relief pressure setting spring 74 whose spring load is changed by the action of this solenoid 71, and a ball valve 73 that is pressed by this spring 74 and releases the reaction pressure PR to the low pressure side via the relief passage 72. has been done.
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００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３０側と反力室５６側と
に分流される。Next, the operation of the above configuration will be explained. The flow rate 00 of the pressure oil discharged from the supply pump is controlled to a constant flow rate Q by the flow control valve 61. The pressure oil controlled to have a constant flow rate Q is divided into the servo valve 30 side and the reaction force chamber 56 side by the flow control valve 65.
車速が低い状態では電磁レリーフ弁７０のツレノイド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、またレ
リーフ設定圧がＯとなるので可変絞り弁１００は電磁レ
リーフ弁７０のトレン圧とスプリングとによって全開状
態になる。When the vehicle speed is low, the solenoid 7 of the electromagnetic relief valve 70
As a result, the spring load of the relief pressure setting spring 74 becomes substantially O, and the relief setting pressure becomes O, so that the variable throttle valve 100 adjusts between the train pressure of the electromagnetic relief valve 70 and the spring. It becomes fully open.
従って、反力油圧ＰＩ′ｌはリザーバにトレンし、反力
油圧ＰＩｌはＯに保持されるため、ハンドル操作により
入力軸２３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Ｆ’Ｇの変化は第４図の低速、据切の曲線で
示す特性となり、軽快なハンドル操作ができる。Therefore, the reaction oil pressure PI'l flows into the reservoir, and the reaction oil pressure PI'l is held at O. Therefore, when the input shaft 23 is rotated by operating the handle, the plunger 54 is easily pushed up, thereby causing the sleeve valve The member 32 and the rotor valve member 31 are rotated relative to each other, and the change in the gear generated pressure F'G with respect to the manual torque has the characteristics shown by the low-speed, stationary curve in FIG. 4, allowing light steering operation.
また、車速が所定値を越えると、制御回路８Ｉに入力さ
れる車速信号Ｖに応して電磁レリーフ弁７０のソレノイ
ド７３に供給される電流値が車速の」−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−に昇に応じて増大され、反力油圧Ｐ
Ｒが高められ、同時に反力油圧ＰＲの上昇によって可変
絞り弁１００が作動され、絞り通路を形成する。従って
、車速の上昇に応じてプランジャ５４は反力油圧Ｐ旧こ
応じた力で係合溝５２に押付けられ、スリーブ弁部材３
２とロータリ弁部材３１とを相対回転させ、ハンドル操
作は重くなる。そして、高速時において、ハンドルを切
込んだときに、サーボ弁３０側のギヤ発生圧力ＰＧが上
昇する。このギヤ発生圧力ＰＧの上昇に応じて連通路９
０の固定絞り９１でギヤ発生圧力ＰＧと反力油圧Ｐｌ’
ｌとの差圧が」１昇し、可変絞り弁１００には流量ＯＲ
と固定絞り９１を通る流量ｇとの流量が通過し、可変絞
り弁１００の絞り作用によりギヤ発生圧力ＰＧに応じて
反力油圧ＰＲを上昇させる。その結果、第４図の高速（
本発明）の曲線のように、ギヤ発生圧力ＰＧに応じてマ
ニアルトルク特性の傾きを従来の特性よりも大きく変え
、高速時にハンドルを切込んだときに手ごたえ感を明確
にするものである。Furthermore, when the vehicle speed exceeds a predetermined value, the current value supplied to the solenoid 73 of the electromagnetic relief valve 70 is decreased in response to the vehicle speed signal V input to the control circuit 8I as the vehicle speed increases. 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 P
R is increased, and at the same time, the variable throttle valve 100 is operated by the rise in the reaction oil pressure PR, thereby forming a throttle passage. Therefore, as the vehicle speed increases, the plunger 54 is pressed against the engagement groove 52 by a force corresponding to the reaction oil pressure P, and the sleeve valve member 3
2 and the rotary valve member 31 are rotated relative to each other, making the handle operation difficult. Then, at high speed, when the handle is turned in, the gear generation pressure PG on the servo valve 30 side increases. In response to this increase in gear generation pressure PG, the communication passage 9
Gear generation pressure PG and reaction oil pressure Pl' with fixed throttle 91 of 0
The differential pressure with 1 increases by 1, and the variable throttle valve 100
The flow rate g passes through the fixed throttle 91, and the throttle action of the variable throttle valve 100 increases the reaction oil pressure PR in accordance with the gear generation pressure PG. As a result, the high speed (
As shown in the curve of the present invention), the slope of the manual torque characteristic is changed to a greater degree than the conventional characteristic in accordance with the gear generation pressure PG, thereby making it clearer when turning the steering wheel at high speed.
尚、可変絞り弁１００は電磁レリーフ弁７０のドレン側
に設けても同様な作用を行える。Incidentally, the variable throttle valve 100 can perform the same function even if it is provided on the drain side of the electromagnetic relief valve 70.
〈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付の圧
油を分流制御弁によってサーボ弁側と反力室側とに分流
し、この分流通路間を固定絞りを介１ッて連通さぜ、反
力室側の通路には車速等に応して制御される電磁レリー
フ弁と、この電磁レリーフ弁と直列に、電磁レリーフ弁
のレリーフ設定圧によって作動される可変絞り弁を設け
、高速走行時のギヤ発生圧力に応じて可変絞り弁を通過
する流量を増大させて反力油圧を上昇さゼる構成である
から、高速走行操舵時のマニアルトルクの傾きが自由に
かえられ、操舵の手ごたえ感が得られる効果がある。<Effects of the Invention> As described above, the present invention divides a constant flow of pressure oil from the supply pump into the servo valve side and the reaction force chamber side using the distribution control valve, and uses a fixed throttle between the distribution passages. In the passage on the reaction force chamber side, there is an electromagnetic relief valve that is controlled according to the vehicle speed, etc., and in series with this electromagnetic relief valve, there is a variable valve that is operated by the relief setting pressure of the electromagnetic relief valve. A throttle valve is provided, and the flow rate passing through the variable throttle valve is increased according to the pressure generated by the gear during high-speed running, thereby increasing the reaction oil pressure, so the slope of the manual torque during high-speed steering is free. This has the effect of providing a feeling of responsiveness when steering.
第１図は動力舵取装置の一実施例を示す断面図、第２図
は本発明の油圧系統図、第３図は電磁レリーフ弁の要部
断面図、第４図は操舵特性の曲線図である。
２１・・・ピニオン軸、２３・・・入力軸、３０・・・
サーボ弁、５６・・・反力室、６５・・・分流制御弁、
７０・・・電磁レリーフ弁、９０・・・連通路、９１・
・・固定絞り、１００・・・可変絞り弁。Fig. 1 is a sectional view showing an embodiment of a power steering device, Fig. 2 is a hydraulic system diagram of the present invention, Fig. 3 is a sectional view of the main part of an electromagnetic relief valve, and Fig. 4 is a curve diagram of steering characteristics. It is. 21... Pinion shaft, 23... Input shaft, 30...
Servo valve, 56... reaction force chamber, 65... branch control valve,
70... Solenoid relief valve, 90... Communication path, 91...
...Fixed throttle, 100...Variable throttle valve.
Claims (1)
シリンダへの圧油を給排するサーボ弁と、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と反力機構の反力室
側とに分流する分流制御弁と、サーボ弁側の通路と反力
室側の通路とを固定絞りを介して連通した連通路と、前
記反力室側の通路に設けた車速等に応じて制御される電
磁レリーフ弁と、この電磁レリーフ弁と直列に電磁レリ
ーフ弁のレリーフ設定圧に応じて作動する可変絞り弁を
備えたことを特徴とする動力舵取装置の操舵力制御装置
。Steering of a power steering device equipped with a servo valve that is activated based on the relative rotation of the input shaft and output shaft to supply and discharge pressure oil to the power cylinder, and a reaction force mechanism that changes the steering torque according to vehicle speed, etc. In a force control device, a flow control valve that divides a constant flow of pressure oil discharged from a supply pump into a servo valve side and a reaction chamber side of a reaction force mechanism, a passage on the servo valve side and a passage on the reaction chamber side an electromagnetic relief valve that is controlled according to the vehicle speed, etc. provided in the passage on the reaction chamber side, and a relief setting pressure of the electromagnetic relief valve that is connected in series with the electromagnetic relief valve. A steering force control device for a power steering device, characterized in that it is equipped with a variable throttle valve that operates according to.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5607885A JPS61218481A (en) | 1985-03-22 | 1985-03-22 | Steering force controller for power steering |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5607885A JPS61218481A (en) | 1985-03-22 | 1985-03-22 | Steering force controller for power steering |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61218481A true JPS61218481A (en) | 1986-09-27 |
Family
ID=13017048
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5607885A Pending JPS61218481A (en) | 1985-03-22 | 1985-03-22 | Steering force controller for power steering |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61218481A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4805714A (en) * | 1986-01-16 | 1989-02-21 | Toyoda Koki Kabushiki Kaisha | Power steering system with hydraulic reaction |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6144365B2 (en) * | 1982-02-23 | 1986-10-02 | Tokyo Shibaura Electric Co |
-
1985
- 1985-03-22 JP JP5607885A patent/JPS61218481A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6144365B2 (en) * | 1982-02-23 | 1986-10-02 | Tokyo Shibaura Electric Co |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4805714A (en) * | 1986-01-16 | 1989-02-21 | Toyoda Koki Kabushiki Kaisha | Power steering system with hydraulic reaction |
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