JP2009073229A - Hydraulic control valve and power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control valve capable of suppressing cavitation at a contraction part and preventing generation of noise. <P>SOLUTION: The hydraulic control valve is provided with a valve body formed to a cylindrical shape; a valve shaft relative angle-displaceably fitted on the same axis at an inner side of the valve body; a plurality of first oil grooves formed by a recession part in which a cross section area in a radial direction becomes small from an intermediate part in an axial direction to an end part side; a plurality of second oil grooves formed by a recession part in which a cross section area in a radial direction becomes small from an intermediate part in an axial direction to an end part side at an outer peripheral side of the valve shaft; and a contraction part capable of varying an opening area between the first oil groove and the second oil groove adjacent to each other according to the displacement of the relative angle by a projection part formed at an inner peripheral side of the valve body and a projection part formed at the outer peripheral side of the valve shaft. The contraction part is formed such that the opening area becomes small as the cross section area in a radial direction of the first oil groove and the second oil groove. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hydraulic control valve and a power steering device that control supply hydraulic pressure.

  As this type of technology, the technology described in Patent Document 1 is disclosed.

This publication discloses a hydraulic control valve in which a valve spool is fitted in a valve body so as to be relatively rotatable, and chamfers are formed at edges on both side walls of an oil groove formed in the valve spool.
JP 2006-111172 A

  However, in the above prior art, at the position where the cross-sectional area of the oil groove is small, the flow area on the downstream side of the throttle portion is small, and the oil flow rate is increased in the throttle portion, cavitation occurs, and abnormal noise is generated. There was a fear.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a hydraulic control valve capable of suppressing cavitation in the throttle portion and preventing occurrence of abnormal noise.

  In order to achieve the above object, in the first invention of the present application, a valve body formed in a cylindrical shape, a valve shaft that is fitted inside the valve body and is coaxially fitted so as to be capable of relative angular displacement, and the valve body A plurality of first oil grooves formed by recesses having a radial cross-sectional area that decreases from an axial intermediate portion to an end portion on the inner peripheral side of the valve shaft, and an end portion from the axial intermediate portion to the outer peripheral side of the valve shaft. A plurality of second oil grooves formed by recesses having a radial cross-sectional area that decreases toward the part side, a convex part formed on the inner peripheral side of the valve body, and a convex part formed on the outer peripheral side of the valve shaft, In a hydraulic control valve comprising: a throttle part that varies an opening area between the first oil groove and the second oil groove adjacent to each other in accordance with relative angular displacement; The radial direction of the oil groove and the second oil groove As the area becomes smaller, it was formed such that the opening area becomes smaller.

  Further, in the second invention of the present application, a valve body formed in a cylindrical shape, a valve shaft that is fitted inside the valve body so as to be capable of relative angular displacement, and an inner peripheral side of the valve body, A plurality of first oil grooves formed by recesses having a radial cross-sectional area that decreases from an axial intermediate portion to an end portion, and a radial disconnection from the axial intermediate portion to the end portion on the outer peripheral side of the valve shaft. Depending on the relative angular displacement, a plurality of second oil grooves formed by concave portions having a small area, a convex portion formed on the inner peripheral side of the valve body, and a convex portion formed on the outer peripheral side of the valve shaft. In a power steering apparatus including a hydraulic control valve having a throttle portion that makes an opening area between the first oil groove and the second oil groove adjacent to each other variable, the throttle portion includes the first oil. Groove and second oil groove The more radial cross-sectional area becomes smaller, and to be smaller the opening area.

  Therefore, in the portion where the opening area of the throttle portion is reduced, the flow rate of the pressure oil passing through the throttle portion can be reduced. Therefore, at a position where the downstream flow channel area is small, the flow rate of the pressure oil flowing from the throttle portion to the downstream flow channel can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

  The best mode for realizing the hydraulic pump of the present invention will be described below in Embodiment 1.

First, the configuration of the hydraulic control valve 1 according to the first embodiment will be described.
[Outline of configuration of rack and pinion type steering device]
FIG. 1 is a view showing a rack and pinion type steering device 2 having a hydraulic control valve 1 of the present invention. In this rack and pinion type steering device 2, the pinion 3 to which the rotation of the steering wheel is transmitted meshes with the rack teeth 5a of the rack 5 housed in the housing 4, and the rotational movement of the pinion 3 is controlled in the axial direction of the housing 4. To the linear motion of the rack 5 along

  The housing 4 has an axial accommodation hole 4a inside, and a rack 5 is accommodated in the axial accommodation hole 4a. The rack 5 is connected to a tie rod 7 via a ball joint 6. The rack 5 passes through a power cylinder 8 formed in the housing 4.

  The valve housing 9 formed integrally with the housing 4 has an axial hole 90 in which the hydraulic control valve 1 is accommodated. The hydraulic control valve 1 adjusts the amount of pressure oil supplied from an oil pump 10 (see FIG. 2) supplied to the left cylinder chamber 8L and the right cylinder chamber 8R of the power cylinder 8 to generate steering wheel steering assist torque. Let

[Overview of valve device configuration]
FIG. 2 is an axial sectional view of the hydraulic control valve 1, and FIG. 3 is a radial sectional view of the hydraulic control valve 1. The hydraulic control valve 1 includes a valve body 12 and a valve shaft 11.
The valve shaft 11 is coupled to an input shaft 13 connected to the steering wheel and rotates integrally. The valve body 12 is formed in a cylindrical shape, and the valve shaft 11 is fitted inside the valve body 12.

  The valve body 12 is connected to the pinion 3 and rotates integrally. A torsion bar 14 is inserted into the valve shaft 11 and the pinion 3, one end of the torsion bar 14 is fixed to the valve shaft 11, and the other end is fixed to the pinion 3. Therefore, the valve shaft 11 and the valve body 12 that rotates integrally with the pinion 3 can be subjected to relative angular displacement within the torsion range of the torsion bar 14.

[Configuration of valve housing]
In the valve housing 9, a discharge side connection port 91 connected to the discharge side of the oil pump 10 and a discharge side connection port 92 connected to the reservoir tank 200 are formed. The valve housing 9 is formed with a left cylinder connection port 93 and a right cylinder connection port 94 that are connected to the left cylinder chamber 8L and the right cylinder chamber 8R of the power cylinder 8, respectively. Each port 91 to 94 communicates with the axial hole 90.

[Composition of valve body]
Three circumferential grooves, a first circumferential groove 120, a second circumferential groove 121, and a third circumferential groove 122 are formed on the outer peripheral side of the valve body 12 so as to be separated in the axial direction. The first circumferential groove 120 communicates with the discharge side connection port 91 of the valve housing 9, the second circumferential groove 121 communicates with the left cylinder connection port 93, and the second circumferential groove 122 communicates with the right cylinder connection port 94.

  Six axial grooves 123 are formed on the inner peripheral side of the valve body 12 so as to be separated in the circumferential direction. The axial groove 123 includes left communication axial grooves 123L and right communication axial grooves 123R that are alternately formed in the circumferential direction.

  The valve body 12 is formed with a second communication hole 125 that connects the left communication axial groove 123L and the second circumferential groove 121. The left communication axial groove 123L and the left cylinder chamber 8L of the power cylinder are The two communication holes 125, the second circumferential groove 121, and the left cylinder connection port 93 are connected.

  Further, the valve body 12 is formed with a first communication hole 124 that communicates the first circumferential groove 120 and the inner periphery of the valve body 12, and the right communication axial groove 123R and the third circumferential groove 122 communicate with each other. The third communication hole 126 is formed, and the right communication axial groove 123R and the right cylinder chamber 8R of the power cylinder are connected via the third communication hole 126, the third circumferential groove 122, and the right cylinder connection port 94. ing.

[Configuration of valve shaft]
FIG. 4 is a perspective view of the valve shaft 11.
Six axial grooves 110 are formed on the outer peripheral side of the valve shaft 11 so as to be spaced apart in the circumferential direction. The axial groove 110 includes supply axial grooves 110F and discharge axial grooves 110E that are alternately formed in the circumferential direction.

  The valve shaft 11 is formed with a fourth communication hole 111 that communicates the discharge axial groove 110E with the inner peripheral side of the valve shaft 11. Further, the valve shaft 11 is connected to the steering wheel side (see FIG. 2) from the portion where the valve shaft 11 and the valve body 12 are fitted to each other, and the fifth communication communicating the outer peripheral side and the inner peripheral side of the valve shaft 11. A hole 112 is formed. The fifth communication hole 112 opens into a space surrounded by the valve shaft 11, the valve body 12, and the valve housing 9, and is connected to the discharge side connection port 92 through this space. Therefore, the discharge axial groove 110E and the reservoir tank 200 are connected via the fourth communication hole 111, the inner periphery of the valve shaft 11, the fifth communication hole 112, and the discharge side connection port 92.

[Configuration of axial groove]
5 is a partially enlarged view of the fitting surface of the valve shaft 11 and the valve body 12, FIG. 6 is an axial sectional view of the valve shaft 11, FIG. 7 is an axial sectional view of the valve body 12, and FIG. FIG. 3 is a circumferential development view of the shaft 11. In FIG. 8A, the solid line indicates the valve shaft 11, and the alternate long and short dash line indicates the valve body 12. 8B is a cross-sectional view taken along line AA in FIG. 8A, FIG. 8C is a cross-sectional view taken along line BB in FIG. 8A, and FIG. 8D is a cross-sectional view taken along CC in FIG. . In FIG. 8, the communication holes 111 and 112 formed in the valve shaft 11 and the communication holes 124, 125 and 126 formed in the valve body 12 are not shown.

  The axial groove 110 of the valve shaft 11 is formed so that the radial cross-sectional area of the axial groove 110 decreases from the axial intermediate portion to the end portion side. Similarly, the axial groove 123 of the valve body 12 is formed so that the radial cross-sectional area of the axial groove 123 decreases from the axial intermediate portion to the end portion side.

  On the outer peripheral surface of the valve shaft 11, a convex portion 113 is formed between adjacent axial grooves 110. Further, on the inner peripheral surface of the valve body 12, convex portions 127 are formed between adjacent axial grooves 123. The convex part 113 and the convex part 127 form a throttle part 130. The opening area of the axial groove 110 and the axial groove 123 is determined by the positions of the convex 113 and the convex 127. That is, the throttle unit 130 makes the opening areas of the axial groove 110 and the axial groove 123 variable according to the relative angular displacement between the valve shaft 11 and the valve body 12.

  The aperture unit 130 includes a chamfer 131. The chamfer 131 is formed by cutting the corner of the convex portion 113 of the valve shaft 11 obliquely. The chamfer 131 is provided corresponding to a position where the radial cross-sectional area of the axial groove 110 is larger than a set value. That is, it is formed except for the radial end of the axial groove 110. This set value is set to a value that causes cavitation by providing the chamfer 131 when the radial cross-sectional area of the axial groove 110 becomes smaller than the set value.

Further, the smaller the cross-sectional area of the axial groove 110, the smaller the circumferential size and the radial depth of the chamfer 131, that is, the smaller the opening area of the throttle portion 130.
Further, the chamfer 131 is formed such that the smaller the radial cross-sectional area of the axial groove 110 and the axial groove 123, the smaller the opening area, and the change in the axial opening area becomes continuous.

Further, the chamfer 131 is formed such that the axial length thereof changes shorter as the axial distance from the axial groove 110 increases.
Further, the change rate of the cross-sectional area of the axial groove 110 is equal to the change rate of the chamfer 131 in the circumferential direction and the radial depth. Specifically, as shown in FIG. 6, the ratio f1 / e1 of the depth f1 on the dotted line F to the depth e1 on the dotted line E of the axial groove 110 and the depth e2 of the chamfer 131 on the dotted line E The ratio f2 / e2 of the depth f2 on the dotted line F is equal (f1 / e1 = f2 / e2). Similarly, the ratio of the depth of the axial groove 110 and the ratio of the circumferential length of the chamfer 131 are formed to be equal.

  Therefore, as shown in FIG. 6 and FIG. 8A, when the chamfer 131 is viewed in the circumferential direction and the radial direction, the chamfer 131 is formed to have a long meniscus shape in the axial direction.

[Changhwa Formation Method]
FIG. 9 is a diagram illustrating a method for forming the chamfer 131.
After the axial groove 110 is formed in the valve shaft 11, the chamfer 131 brings the barrel cutter 300 having side barrels into contact with both sides of the axial groove 110, so that the edges on both sides of the axial groove 110, that is, convex The corner portion of the portion 113 is formed by cutting.

[Flow of pressure oil]
FIG. 2 shows the flow of the pressure oil supplied from the oil pump 10 by arrows.
The pressure oil supplied from the oil pump 10 passes through the discharge side connection port 91 → the first circumferential groove 120 → the first communication hole 124 → the supply axial groove 110F, and the fitting surface between the valve shaft 11 and the valve body 12 To be supplied. For example, when the steering wheel is steered to the left, the pressure oil supplied to the fitting surface between the valve shaft 11 and the valve body 12 is left-handed in the axial groove depending on the relative position between the valve shaft 11 and the valve body 12. The power is supplied to the left cylinder chamber 8L of the power cylinder 8 through 123L → second communication hole 125 → second circumferential groove 121 → left cylinder connection port 93.

  Also, the pressure oil in the right cylinder chamber 8R of the power cylinder 8 at this time is the right cylinder connection port 94 → the third communication hole 126 → the third circumferential groove 122 → the third communication hole 126 → the right communication axial groove 123R. → Drain axial direction groove 110E → fourth communication hole 111 → fifth communication hole 112 → discharge side connection port 92 and then discharged to reservoir tank 200.

[Action]
Pressure oil flowing from the axial groove 110 to the axial groove 123 or from the axial groove 123 to the axial groove 110 passes through the throttle portion 130. Therefore, the downstream flow area of the throttle 130 is determined by the radial cross-sectional area of the axial groove 110 or the axial groove 123. In the position where the radial cross-sectional area of the axial groove 110 or the axial groove 123 is small, the downstream flow path area of the throttle portion 130 is small. For this reason, the oil flow rate is increased in the throttle portion 130, cavitation occurs, and abnormal noise may occur.

  Therefore, in the first embodiment, the throttle portion 130 is formed so that the opening area of the throttle portion 130 becomes smaller as the radial sectional area of the axial groove 110 and the axial groove 123 becomes smaller. Therefore, in the portion where the opening area of the throttle portion 130 is reduced, the flow rate of the pressure oil passing through the throttle portion 130 can be reduced. Therefore, at a position where the downstream channel area is small, the flow rate of the pressure oil flowing from the throttle portion 130 to the downstream channel (axial groove 110 or axial groove 123) can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

In the first embodiment, the chamfer 131 is formed on both edges in the circumferential direction of the axial groove 110, and the opening area of the throttle portion 130 is reduced as the radial cross-sectional area of the axial groove 110 and the axial groove 123 decreases. Was made smaller.
Therefore, the opening area of the narrowed portion 130 can be changed depending on the shape of the chamfer 131, and the processing becomes easy.

In the first embodiment, the chamfer 131 is formed so that the opening area of the narrowed portion 130 changes continuously.
Therefore, the flow characteristic of the pressure oil passing through the throttle portion 130 that changes according to the relative displacement between the valve shaft 11 and the valve body 12 can be made smooth.

In the first embodiment, the chamfer 131 is formed by the barrel cutter 300.
Therefore, the chamfer 131 can be formed at one edge on both edges of the axial groove 110 in the circumferential direction.

In the first embodiment, the axial length of the chamfer 131 is changed in the circumferential direction.
Therefore, the flow rate characteristic of the pressure oil passing through the throttle portion 130 can be changed according to the relative displacement between the valve shaft 11 and the valve body 12. Until the convex portion 113 of the valve shaft 11 and the end portion of the convex portion 127 of the valve body overlap, the opening area of the throttle portion 130 changes in proportion to the relative displacement angle of the valve shaft 11 and the valve body 12. On the other hand, when the convex portion 113 of the valve shaft 11 and the end of the valbody convex portion 127 overlap, the chamfer 131 has a half-moon shape that is long in the axial direction when viewed in the radial direction. The change in the opening area of the diaphragm 130 can be set freely with respect to the displacement angle.

In the first embodiment, the axial length of the chamfer 131 is shortened as the distance from the axial groove 110 in the circumferential direction increases.
Therefore, since the opening of the throttle portion 130 is closed in order from the position where the radial cross-sectional areas of the axial groove 110 and the axial groove 112 are small, cavitation can be suppressed and the generation of abnormal noise can be prevented.

In the first embodiment, the chamfer 131 is provided corresponding to a position where the radial sectional area of the axial groove 110 is larger than the set value. Further, this set value is set to a value that causes cavitation by providing the chamfer 131 when the radial cross-sectional area of the axial groove 110 becomes smaller than the set value.
Therefore, at the position where the radial cross-sectional area of the axial groove 110 is equal to or less than the set value, the flow rate of the pressure oil flowing from the throttle portion 130 to the downstream channel can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

In the first embodiment, the chamfer 131 is formed such that the axial change rate of the opening area of the narrowed portion 130 in the range where the chamfer 131 is provided is equal to the axial change rate of the radial sectional area of the axial groove 110. .
Therefore, since the opening area of the restricting portion 130 changes in the axial direction in proportion to the axial change in the downstream-side channel cross-sectional area of the restricting portion 130, it is possible to further suppress cavitation and prevent the generation of abnormal noise. .

In the first embodiment, the chamfer 131 is formed on the valve shaft 11.
In the valve shaft 11 in which the axial groove 110 is formed on the outer peripheral side, the chamfer 131 is easier to form and easier to process than the valve body 12 in which the axial groove 123 is formed on the inner peripheral side.

[Effect of Example 1]
The effects of the hydraulic control valve 1 of the first embodiment are listed below.

  (1) A valve body 12 formed in a cylindrical shape, a valve shaft 11 fitted inside the valve body 12 so as to be capable of relative angular displacement, and an inner circumferential side of the valve body 12 are axially A plurality of axial grooves 123 formed by recesses whose radial cross-sectional area decreases from the intermediate part to the end part, and the outer peripheral side of the valve shaft 11, the radial cross-sectional area decreases from the intermediate part to the end part in the axial direction. The plurality of axial grooves 110 formed by the concave portions, the convex portion 127 formed on the inner peripheral side of the valve body 12 and the convex portion 113 formed on the outer peripheral side of the valve shaft 11 are arranged in accordance with the relative angular displacement. A throttle part 130 that makes the opening area between the adjacent axial groove 110 and the axial groove 123 variable, and the throttle part 130 has a smaller radial sectional area of the axial groove 110 and the axial groove 123. , Formed to reduce the opening area It was.

  Therefore, in the portion where the opening area of the throttle portion 130 is reduced, the flow rate of the pressure oil passing through the throttle portion 130 can be reduced. Therefore, at a position where the downstream channel area is small, the flow rate of the pressure oil flowing from the throttle portion 130 to the downstream channel (axial groove 110 or axial groove 123) can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

  (2) The throttle portion 130 has chamfers 131 formed at the edges on both sides in the circumferential direction of the axial groove 110 so that the change in opening area according to the relative angular displacement between the valve shaft 11 and the valve body 12 is moderated. The chamfer 131 was formed so that the opening area was smaller as the radial cross-sectional areas of the axial groove 110 and the axial groove 123 were smaller.

  Therefore, the opening area of the narrowed portion 130 can be changed depending on the shape of the chamfer 131, and the processing becomes easy.

(3) The chamfer 131 was formed such that the axial opening area continuously changed.
Therefore, the flow characteristic of the pressure oil passing through the throttle portion 130 that changes according to the relative displacement between the valve shaft 11 and the valve body 12 can be made smooth.

(4) The chamfer 131 was formed by the barrel cutter 300.
Therefore, the chamfer 131 can be formed at one edge on both edges of the axial groove 110 in the circumferential direction.

(5) The chamfer 131 is formed such that the axial length changes in the circumferential direction.
Therefore, the flow rate characteristic of the pressure oil passing through the throttle portion 130 can be changed according to the relative displacement between the valve shaft 11 and the valve body 12.

(6) The chamfer 131 is formed such that the axial length becomes shorter as the chamfer 131 is separated from the axial groove 110 in the circumferential direction.
Therefore, since the opening of the throttle portion 130 is closed in order from the position where the radial cross-sectional areas of the axial groove 110 and the axial groove 112 are small, cavitation can be suppressed and the generation of abnormal noise can be prevented.

(7) The chamfer 131 is provided at a position corresponding to a position where the radial sectional area of the axial groove 110 is larger than the set value.
Therefore, at the position where the radial cross-sectional area of the axial groove 110 is equal to or less than the set value, the flow rate of the pressure oil flowing from the throttle portion 130 to the downstream channel can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

(8) The chamfer 131 is formed so that the axial change rate of the opening area in the range where the chamfer 131 is provided is equal to the axial change rate of the radial sectional area of the axial groove 110.
Therefore, since the opening area of the restricting portion 130 changes in the axial direction in proportion to the axial change in the downstream-side channel cross-sectional area of the restricting portion 130, it is possible to further suppress cavitation and prevent the generation of abnormal noise. .

(9) The chamfer 131 was formed on the valve shaft 11.
In the valve shaft 11 in which the axial groove 110 is formed on the outer peripheral side, the chamfer 131 is easier to form and easier to process than the valve body 12 in which the axial groove 123 is formed on the inner peripheral side.

  In the first embodiment, the chamfer 131 is formed so that the opening area of the narrowed portion 130 changes continuously. On the other hand, the second embodiment is different from the first embodiment in that the chamfer 131 is formed so that the opening area of the narrowed portion 130 changes in a step shape.

  FIG. 10 is a developed view in the circumferential direction of the valve shaft 11 and the valve shaft 11. In FIG. 10, the communication holes 111 and 112 formed in the valve shaft 11 and the communication holes 124, 125 and 126 formed in the valve body 12 are not shown.

  The chamfer 131 includes a first groove 131a, a second groove 131b, and a third groove 131c in order from the axial groove 110 side. The first groove 131a is provided corresponding to a position where the radial sectional area of the axial groove 110 is larger than a set value. The axial length of the second groove 131b is shorter than the axial length of the first groove 131a. The axial length of the third groove 131c is shorter than the axial length of the second groove 131b. The axial lengths of the first groove 131a, the second groove 131b, and the third groove 131c are formed to change stepwise.

  Further, the depth of the first groove 131a is formed shallower than the depth of the axial groove 110. The depth of the second groove 131b is formed shallower than the depth of the first groove 131a. The depth of the third groove 131c is shallower than the depth of the second groove 131b. The depths of the first groove 131a, the second groove 131b, and the third groove 131c are formed to change stepwise.

  In other words, the chamfer 131 is formed so that the opening area of the throttle portion 130 changes in a step shape. Therefore, the chamfer 131 can be easily processed.

[Effect of Example 2]
Next, effects of the second embodiment will be described.
(10) The chamfer 131 is formed so that the opening area of the aperture 130 changes in a stepped manner. Therefore, the chamfer 131 can be easily processed.

[Other embodiments]
As described above, the best mode for carrying out the present invention has been described based on the first embodiment and the second embodiment, but the specific configuration of each invention is not limited to each embodiment. Design changes and the like within a range that does not depart from the gist are also included in the present invention.

  FIG. 11 is a diagram illustrating a modification of the first embodiment. For example, in the first and second embodiments, the chamfer 131 is provided corresponding to a position where the radial sectional area of the axial groove 110 is larger than the set value. As shown in FIG. 11, the chamfer 131 may be provided in the entire axial direction of the axial groove 110.

  Even if the chamfer 131 is provided in the entire axial direction of the axial groove 110, the flow rate of the pressure oil passing through the throttle portion 130 can be reduced in the portion where the opening area of the throttle portion 130 is reduced. Therefore, at a position where the downstream channel area is small, the flow rate of the pressure oil flowing from the throttle portion 130 to the downstream channel (axial groove 110 or axial groove 123) can be reduced. Therefore, it is possible to suppress cavitation and prevent the generation of abnormal noise.

It is a figure which shows the rack & pinion type steering device which has a hydraulic control valve of Example 1. FIG. 1 is an axial sectional view of a hydraulic control valve according to Embodiment 1. FIG. It is radial direction sectional drawing of the hydraulic control valve of Example 1. FIG. It is a perspective view of the valve shaft of Example 1. FIG. It is the elements on larger scale of the fitting surface of the valve shaft and valve body with Example 1. FIG. It is an axial sectional view of the valve shaft of Example 1. 1 is an axial sectional view of a valve body of Example 1. FIG. It is the circumferential direction expansion | deployment figure of the valve shaft of Example 1, and a valve shaft. It is a figure which shows the formation method of the chamfer of Example 1. FIG. It is the circumferential direction expansion | deployment figure of the valve shaft of Example 2, and a valve shaft. FIG. 6 is a diagram illustrating a modified example of the first embodiment.

Explanation of symbols

1 Hydraulic control valve 11 Valve shaft 12 Valve body
110 Axial groove
113 Convex
123 Axial groove
127 Convex
130 Aperture
131 Chamfa
300 barrel cutter

Claims (11)

A valve body formed in a cylindrical shape;
A valve shaft that is inside the valve body and is coaxially fitted so as to be capable of relative angular displacement;
A plurality of first oil grooves formed by recesses having a radial cross-sectional area that decreases from an axially intermediate portion to an end portion on an inner peripheral side of the valve body;
A plurality of second oil grooves formed on the outer peripheral side of the valve shaft by recesses having a radial cross-sectional area that decreases from an axial intermediate portion to an end portion;
The first oil groove and the second oil groove that are adjacent to each other according to the relative angular displacement are formed by a convex portion formed on the inner peripheral side of the valve body and a convex portion formed on the outer peripheral side of the valve shaft. A diaphragm that makes the opening area between the variable,
In a hydraulic control valve with
The hydraulic control valve, wherein the throttle portion is formed such that the opening area decreases as the radial cross-sectional area of the first oil groove and the second oil groove decreases. The hydraulic control valve according to claim 1,
The throttle portion has chamfers formed at the edges on both sides in the circumferential direction of the first oil groove and / or the second oil groove so as to moderate the change in the opening area in accordance with the relative angular displacement. ,
The hydraulic control valve according to claim 1, wherein the chamfer is formed such that the opening area decreases as the radial cross-sectional area of the first oil groove and the second oil groove decreases. The hydraulic control valve according to claim 2,
The hydraulic control valve, wherein the chamfer is formed such that the opening area in the axial direction continuously changes. The hydraulic control valve according to claim 3,
A hydraulic control valve characterized in that the chamfer is formed by a barrel-shaped cutting tool. The hydraulic control valve according to claim 3,
The hydraulic control valve, wherein the chamfer is formed so that the opening area in the axial direction changes in a stepped manner. The hydraulic control valve according to any one of claims 2 to 5,
The hydraulic control valve according to claim 1, wherein the chamfer is formed such that a length in an axial direction changes in a circumferential direction. The hydraulic control valve according to claim 6,
The hydraulic control valve according to claim 1, wherein the chamfer is formed such that an axial length thereof decreases as the distance from the first oil groove and / or the second oil groove in the circumferential direction decreases. The hydraulic control valve according to any one of claims 2 to 7,
The hydraulic control valve, wherein the chamfer is provided at a position corresponding to a position where a radial sectional area of the first oil groove and / or the second oil groove is larger than a set value. The hydraulic control valve according to any one of claims 2 to 8,
The chamfer is formed such that an axial change rate of the opening area in a range where the chamfer is provided is equal to an axial change rate of a radial cross-sectional area of the first oil groove and / or the second oil groove. Hydraulic control valve characterized by that. The hydraulic control valve according to any one of claims 2 to 9,
A hydraulic control valve characterized in that the chamfer is formed on the valve shaft. A valve body formed in a cylindrical shape;
A valve shaft that is inside the valve body and is coaxially fitted so as to be capable of relative angular displacement;
A plurality of first oil grooves formed by recesses having a radial cross-sectional area that decreases from an axial intermediate portion to an end portion on the inner peripheral side of the valve body;
A plurality of second oil grooves formed on the outer peripheral side of the valve shaft by concave portions having a radial cross-sectional area that decreases from an axial intermediate portion to an end portion;
The first oil groove and the second oil groove that are adjacent to each other according to the relative angular displacement are formed by a convex portion formed on the inner peripheral side of the valve body and a convex portion formed on the outer peripheral side of the valve shaft. A diaphragm that makes the opening area between the variable,
In a power steering apparatus provided with a hydraulic control valve having
The power steering device according to claim 1, wherein the throttle portion is formed such that the opening area becomes smaller as the radial sectional area of the first oil groove and the second oil groove becomes smaller.

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