JP2523985Y2 - Hydraulic control valve - Google Patents
Hydraulic control valveInfo
- Publication number
- JP2523985Y2 JP2523985Y2 JP1988106281U JP10628188U JP2523985Y2 JP 2523985 Y2 JP2523985 Y2 JP 2523985Y2 JP 1988106281 U JP1988106281 U JP 1988106281U JP 10628188 U JP10628188 U JP 10628188U JP 2523985 Y2 JP2523985 Y2 JP 2523985Y2
- Authority
- JP
- Japan
- Prior art keywords
- casing
- valve body
- pressure source
- long groove
- long
- 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.)
- Expired - Lifetime
Links
Description
【考案の詳細な説明】 〔産業上の利用分野〕 本考案は回転式の油圧制御弁に関し、特に油圧式の動
力舵取装置における操舵補助用の油圧シリンダへの送給
油圧の制御用として好適な油圧制御弁に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a rotary hydraulic control valve, and is particularly suitable for controlling a hydraulic pressure supplied to a hydraulic cylinder for steering assistance in a hydraulic power steering device. Hydraulic control valve.
油圧式の動力舵取装置は、舵取機構中に配設された油
圧シリンダが発生する油圧力により、舵取りのための舵
輪操作に要する力を補助するものであり、舵輪に連なる
入力軸と舵取機構に連なる出力軸とをトーションバーを
介して同軸的に連結し、舵輪に加わる操舵トルクに応じ
て、トーションバーの捩れに伴う相対角変位が、前記両
軸間に生ずるようになすと共に、両軸の連結部分に、一
方と連動回転する筒状のケーシングと、これに内嵌さ
れ、他方と連動回転する弁体とを備えた回転式の油圧制
御弁を形成し、該油圧制御弁の動作により、前記相対角
変位の方向及び大きさ、即ち、舵輪に加わる操舵トルク
の方向及び大きさに応じて、前記油圧シリンダへの送給
油圧を制御する構成となっている。BACKGROUND ART A hydraulic power steering device assists a force required for steering operation for steering by hydraulic pressure generated by a hydraulic cylinder disposed in a steering mechanism, and includes an input shaft connected to a steering wheel and a steering wheel. The output shaft connected to the steering mechanism is coaxially connected via a torsion bar, and in accordance with the steering torque applied to the steering wheel, relative angular displacement due to torsion of the torsion bar is caused to occur between the two shafts, A rotary hydraulic control valve including a cylindrical casing that rotates interlockingly with one of the shafts and a valve body that is interfitted with the other and rotates interlockingly with the other is formed at a connecting portion between the two shafts. By operation, the hydraulic pressure supplied to the hydraulic cylinder is controlled in accordance with the direction and magnitude of the relative angular displacement, that is, the direction and magnitude of the steering torque applied to the steering wheel.
この油圧制御弁は、入力軸及び出力軸のいずれか一方
の連結端部近傍の外周面に、軸長方向に延びる長溝を周
方向に等配をなして複数本形成して前記弁体となし、そ
の内周面に前記長溝と同数の長溝を周方向に等配をなし
て形成してなる前記ケーシングを他方の連結端部に固設
し、該ケーシングに前記弁体を内嵌せしめ、入，出力軸
間に相対角変位が生じていない場合に、両者の長溝が周
方向に千鳥配置され、各長溝の幅方向両側に、相隣する
長溝との等面積の連通部が生じるよう位置決めすると共
に、例えば、弁体側の長溝を、高圧源たる油圧ポンプと
低圧源たる油タンクとに交互に接続する一方、ケーシン
グ側の長溝を、前記油圧シリンダの両油室に交互に接続
した公知の構成を有するものである。即ち、油圧シリン
ダの両油室は、夫々が接続されたケーシングの長溝両側
の連通部を介して高圧源及び低圧源に連通されることに
なり、舵輪に操舵トルクが加わり、入，出力軸間に相対
角変位が生じた場合、一方の油室に接続された長溝にお
いては、低圧源との連通面積が減少し、高圧源との連通
面積が増大するのに対し、他方の油室に接続された長溝
においては、逆に、高圧源との連通面積が減少し、低圧
源との連通面積が増大する結果、両油室間に前者が後者
よりも大となる圧力差が生じ、この圧力差に応じた操舵
補助力が得られるのである。In this hydraulic control valve, a plurality of long grooves extending in the axial direction are formed in the outer peripheral surface near the connection end of one of the input shaft and the output shaft in the circumferential direction at equal intervals to form the valve body. The casing formed by forming the same number of long grooves on the inner peripheral surface in the circumferential direction so as to be equally arranged in the circumferential direction is fixed to the other connection end, and the valve body is fitted in the casing, and the casing is inserted. When there is no relative angular displacement between the output shafts, the two long grooves are arranged in a staggered manner in the circumferential direction, and the positioning is performed so that a communication portion having an equal area with an adjacent long groove is formed on both sides in the width direction of each long groove. Also, for example, a known configuration in which long grooves on the valve body side are alternately connected to a hydraulic pump serving as a high pressure source and an oil tank serving as a low pressure source, while long grooves on the casing side are alternately connected to both oil chambers of the hydraulic cylinder. It has. That is, the two oil chambers of the hydraulic cylinder are communicated with the high pressure source and the low pressure source via the communication portions on both sides of the long groove of the casing to which each is connected. When the relative angular displacement occurs in the long groove connected to one oil chamber, the area of communication with the low pressure source decreases and the area of communication with the high pressure source increases, while the connection with the other oil chamber increases. Conversely, in the elongated groove, the area of communication with the high-pressure source decreases, and the area of communication with the low-pressure source increases. As a result, a pressure difference occurs between the two oil chambers, the former being larger than the latter, and this pressure difference The steering assist force according to the difference is obtained.
さて、自動車の舵取りに要する力の大小は、車輪に作
用する路面反力の大小に対応し、停止時及び低速走行時
等、前記反力が大きい走行状態においては、舵取りに多
大の力を要する一方、高速走行時等、前記反力が小さい
走行状態においては、比較的小さい力にて舵取りを行い
得る。従って、動力舵取装置においては、第５図に示す
如く、舵輪に加わる操舵トルクが所定値T1以下である場
合、操舵補助力を殆ど発生せず、手動操舵の場合と同等
の剛性を舵輪に付与して、高速走行時における直進安定
性を高める一方、操舵トルクが前記T1よりも大きい他の
所定値T2を超える場合、これの増大に対し急増する操舵
補助力を発生し、舵取りのための舵輪操作に要する力を
可及的に低減せしめ、更に、T1とT2との間の操舵トルク
に対しては、これの増大に対し比例的に漸増する操舵補
助力を発生することが要求される。即ち、動力舵取装置
における望ましい操舵補助力の増加特性は、前記T1及び
T2において２つの増加状態の変化部を有する、所謂２段
折れ特性である。The magnitude of the force required for steering the automobile corresponds to the magnitude of the road surface reaction force acting on the wheels. In a running state where the reaction force is large, such as when stopping and running at low speed, a large amount of force is required for steering. On the other hand, in a traveling state in which the reaction force is small, such as during high-speed traveling, steering can be performed with a relatively small force. Therefore, the power steering apparatus, as shown in Figure 5, when the steering torque applied to the steering wheel is equal to or less than the predetermined value T 1, scarcely generating a steering assist force, the steering wheel the same rigidity as that of the manual steering imparted to, while enhancing the straight running stability at high speed running, when the steering torque exceeds another predetermined value T 2 is greater than the T 1, to generate a steering assist force rapidly increases contrast increase, steering in it allowed reduced as much as possible the force required to helm operation for further against the steering torque between the T 1 and T 2, to generate a steering assist force proportionally increasing contrast increase Is required. In other words, an increase characteristic of the desired steering assist force in the power steering device, the T 1 and
In T 2 has the variation of the two increasing state, a characteristic folding bunk called.
前述した如く、操舵補助力は、前記油圧シリンダの両
油室間に生じる圧力差に対応し、また、この圧力差は、
油圧制御弁における前記連通部の面積に応じて変化する
から、前述の２段折れ特性は、舵輪に加わる操舵トルク
に応じて弁体とケーシングとの間に生じる相対角変位が
小さい場合、前記連通部の面積が、所定値に至るまで急
変した後この値の近傍において緩やかに変化し、相対角
変位が大きい場合、これの増大に対し急激な変化を示す
ことにより実現される。As described above, the steering assist force corresponds to the pressure difference generated between the two oil chambers of the hydraulic cylinder, and this pressure difference is
Since the two-stage breaking characteristic described above changes according to the area of the communication part in the hydraulic control valve, the two-stage bending characteristic is obtained when the relative angular displacement generated between the valve body and the casing according to the steering torque applied to the steering wheel is small. After the area of the portion suddenly changes to a predetermined value, it gradually changes in the vicinity of this value, and when the relative angular displacement is large, it is realized by showing a sudden change with respect to the increase.
そこで、長溝の側壁とケーシングの内周面又は弁体の
外周面との間の角部に切欠部を形成し、前述の如き連通
面積の変化状態を得て、動力舵取装置における２段折れ
特性を実現しようとした油圧制御弁が従来から種々提案
されている。これらの内、前述の変化状態を比較的忠実
に実現できるものとして、例えば、第６図に示すような
切欠部を備えたものがある。Therefore, a notch is formed at a corner between the side wall of the long groove and the inner peripheral surface of the casing or the outer peripheral surface of the valve body to obtain the above-described state of change in the communication area, and the two-stage bending in the power steering device is obtained. Conventionally, various hydraulic control valves for realizing characteristics have been proposed. Among them, a device having a cutout as shown in FIG. 6 is one that can relatively faithfully realize the above-mentioned changing condition.
図において１はケーシング、２は弁体でありケーシン
グ１には、その内周面に軸長方向に延びる矩形断面の長
溝５が、また、弁体２には、その外周面に同様の長溝６
が夫々形成され、これらの長溝５と６とは、ケーシング
１と弁体２との間に相対角変位が生じていない場合に、
夫々の幅方向両側の等面積の連通部8,8を介して相互に
連通するように位置決めされている。In the figure, reference numeral 1 denotes a casing, 2 denotes a valve body, and the casing 1 has a long groove 5 having a rectangular cross section extending in the axial direction on its inner peripheral surface, and the valve body 2 has a similar long groove 6 on its outer peripheral surface.
Are formed respectively, and these long grooves 5 and 6 are formed when relative angular displacement does not occur between the casing 1 and the valve body 2.
Positioning is made so as to communicate with each other via communicating portions 8, 8 of equal area on both sides in the width direction.
ケーシング１の内周面と、長溝５の側壁との間の角部
には、前記連通部8,8における連通面積が、ケーシング
１と弁体２との間に生じる相対角変位の増大に対し所定
範囲では実質的に形状が変化しない切欠部50が形成され
ている。この切欠部50は、図示の如く、長溝５の側壁に
交叉し、ケーシング１の内周面に平行的な円弧又は直線
である第１の部分50aと、該部分50a及びケーシング１の
内周面に直角に近い角度にて交叉して、これらを連結す
る直線状をなす第２の部分50bとを備えている。この切
欠部50は、連通部８を隔てて前記角部に対向する弁体２
側の角部に形成してもよい。At the corner between the inner peripheral surface of the casing 1 and the side wall of the long groove 5, the communication area of the communication portions 8, 8 is limited by the relative angular displacement generated between the casing 1 and the valve body 2. A notch 50 whose shape does not substantially change in a predetermined range is formed. As shown, the notch 50 intersects the side wall of the long groove 5 and is a first portion 50a which is an arc or a straight line parallel to the inner peripheral surface of the casing 1; And a second portion 50b, which crosses at an angle close to the right angle and connects them. The notch 50 is provided in the valve body 2 facing the corner with the communicating portion 8 therebetween.
It may be formed at the side corner.
第７図は、前記切欠部50を有する連通部８の面積の変
化状態の説明図である。ケーシング１と弁体２との間に
生じる相対角変位に応じて、弁体２側の前記角部が、図
中に破線にて示す位置に達するまでの間においては、連
通部８の面積は急減し、その後、前記角部が、図中に一
点鎖線にて示す位置に達するまでの間においては、連通
部８の面積は、第１の部分50aにおける半径方向の深さ
寸法ｂに依存し、該部分50aがケーシング１の外周面に
平行的であることから、前記相対角変位の増大に対し実
質的に変化せず、更に大きい相対角変位が生じた場合、
連通部８の面積は、前記角部と第２の部分50bとの間の
周方向の幅ｓに依存するから、相対角変位の増大に対し
急減する傾向を示す。従って、上記切欠部50と、切欠部
50とは別に形成され、相対角変位の増大に伴い連通面積
が漸減する従来公知の切欠部との組合わせにより、操舵
補助力の前述の２段折れ特性が実現され、快適な操舵感
覚が得られることになる。FIG. 7 is an explanatory view of a change state of the area of the communicating portion 8 having the cutout portion 50. In accordance with the relative angular displacement generated between the casing 1 and the valve body 2, the area of the communication portion 8 is not changed until the corner on the valve body 2 reaches the position shown by the broken line in the figure. After that, the area of the communication portion 8 depends on the radial depth b of the first portion 50a until the corner portion reaches the position shown by the dashed line in the figure. Since the portion 50a is parallel to the outer peripheral surface of the casing 1, the portion 50a does not substantially change with the increase in the relative angular displacement, and when a larger relative angular displacement occurs,
Since the area of the communication portion 8 depends on the circumferential width s between the corner portion and the second portion 50b, it tends to decrease sharply with an increase in the relative angular displacement. Therefore, the notch 50 and the notch
In combination with the conventionally known notch, which is formed separately from 50 and the communication area gradually decreases as the relative angular displacement increases, the above-described two-stage bending characteristic of the steering assist force is realized, and a comfortable steering feeling is obtained. Will be done.
ところが、この油圧制御弁においては、ケーシング１
と弁体２との間の相対角変位が大きく、弁体２側の前記
角部と第２の部分50bとの間の間隙の幅ｓが小さい場
合、例えば、長溝５から長溝６に向けて連通部８を通流
する圧油は、第７図中に白抜矢符にて示す如く、ケーシ
ング１の周方向に切欠部50内に流入した後、その流れ方
向を転換し、第２の部分50bと弁体２の角部との間の前
記間隙を、ケーシング１の略半径方向に通流して長溝６
に流入する結果、切欠部50の内部にて、直角に近い流れ
の方向転換が急激に生じることになり、該油圧制御弁を
用いて構成された動力舵取装置を備えた自動車において
は、例えば、車庫入れ、幅寄せ等のように、停止状態又
は低速走行時に大きい舵輪操作がなされた場合に、前記
流れの方向転換に起因する耳障りな流動音が発生し、快
適性が阻害される上、この流動音の聴取により、運転者
が何らかの異常が発生しているかの如く誤認する虞があ
った。However, in this hydraulic control valve, the casing 1
When the relative angular displacement between the valve body 2 and the valve body 2 is large and the width s of the gap between the corner on the valve body 2 side and the second portion 50b is small, for example, from the long groove 5 to the long groove 6 The pressure oil flowing through the communication portion 8 flows into the cutout portion 50 in the circumferential direction of the casing 1 as shown by an outline arrow in FIG. The gap between the portion 50b and the corner of the valve body 2 flows through the casing 1 in a substantially radial direction so that the long groove 6 is formed.
As a result, the direction of the flow near a right angle is sharply changed inside the notch 50, and in a motor vehicle equipped with a power steering device configured using the hydraulic control valve, for example, In the case where a large steering operation is performed during a stopped state or low-speed running, such as in a garage, a width approach, or the like, an unpleasant flow sound due to the flow direction change is generated, and comfort is impaired. The hearing of the flowing sound may cause the driver to erroneously recognize as if any abnormality has occurred.
本考案は斯かる事情に鑑みてなされたものであり、前
述の形状の切欠部により実現される２段折れ特性を損な
うことなく、前記流動音の発生を大幅に抑制できる油圧
制御弁を提供することを目的とする。The present invention has been made in view of such circumstances, and provides a hydraulic control valve that can significantly suppress the generation of the flow noise without impairing the two-stage breaking characteristic realized by the cutout having the above-described shape. The purpose is to:
本考案に係る油圧制御弁は、その内周面に等配された
複数本の長溝、又はこれらの長溝間に挟まれたランドを
相異なる圧油の送給先に交互に連通させるとともに、円
周方向に１つおきに設けられたランド、又は長溝を高圧
源に連通させてある筒形のケーシングと、該ケーシング
に回動自在に内嵌され、その外周面に等配された前記長
溝と同数の長溝を有する弁体とを有し、該弁体は、高圧
源に連通するケーシングの前記ランド、又は長溝に対応
して、円周方向に１つおきに設けられた第１の長溝，又
はランドと、円周方向に１つおきに設けられた残りの長
溝、又はランドのうち、低圧源と連通する第２の長溝、
又はランド、及び、低圧源との連通を遮断させてある第
３の長溝、又はランドとを備え、更に、互いに対向する
前記ケーシング側、又は前記弁体側の角部に、所定の相
対角変位で第１の長溝、又はランドを前記低圧源に対し
て締切るべき切欠部が形成してあり、更に、第３の長
溝、又は前記弁体側の角部に、弁体とケーシングとの相
対角変位が所定の大きさに達するまでの間、前記相対角
変位により前記連通部の面積変化を実質的に生ぜしめな
い形状を有する切欠部が形成してあることを特徴とす
る。The hydraulic control valve according to the present invention has a plurality of long grooves equally arranged on the inner peripheral surface thereof, or lands sandwiched between these long grooves alternately communicate with different pressure oil supply destinations, and has a circular shape. A cylindrical casing in which every other land or long groove provided in the circumferential direction is communicated with a high-pressure source; and the long groove rotatably fitted in the casing and equally disposed on the outer peripheral surface thereof. A valve body having the same number of long grooves, wherein the valve bodies correspond to the lands or the long grooves of the casing communicating with the high-pressure source, and the first long grooves provided every other in the circumferential direction; Or the land and the remaining long groove provided every other in the circumferential direction, or the second long groove communicating with the low-pressure source among the lands,
Or a land, and a third long groove or land that blocks communication with the low-pressure source, and furthermore, a predetermined relative angular displacement is applied to the corners on the casing side or the valve body side facing each other. A notch for closing the first long groove or land with respect to the low-pressure source is formed, and a third long groove or a corner on the valve body side has a relative angular displacement between the valve body and the casing. Until a predetermined size is reached, a cutout having a shape that does not substantially change the area of the communication portion due to the relative angular displacement is formed.
本考案に係る動力舵取装置においては、第３の長溝又
はランドの両側の連通部を隔てて対向する角部の切欠部
の存在により２段折れ特性が実現できる。In the power steering device according to the present invention, a two-stage bending characteristic can be realized by the presence of the notches at the corners that face each other across the communicating portions on both sides of the third long groove or land.
また第３の長溝、又はランドは低圧源と遮断してあ
り、更に第１の長溝又はランドを低圧源に対して締切る
切欠部を形成してあるので、無用の油流が生じて流動音
が発生することがなく、また高圧源の作動エネルギーの
無駄なしに高い油圧を得ることができる。In addition, the third long groove or land is cut off from the low pressure source, and a notch for closing the first long groove or land with respect to the low pressure source is formed. And high hydraulic pressure can be obtained without wasting the operating energy of the high-pressure source.
以下本考案をその実施例を示す図面に基づいて詳述す
る。第１図は本考案に係る油圧制御弁の正面断面図であ
り、これを適用して構成される動力舵取装置の油圧回路
図と共に示してある。Hereinafter, the present invention will be described in detail with reference to the drawings showing an embodiment thereof. FIG. 1 is a front sectional view of a hydraulic control valve according to the present invention, which is shown together with a hydraulic circuit diagram of a power steering device configured by applying the same.
本考案に係る油圧制御弁は、従来のものと同様、円筒
状をなすケーシング１と、これの内径に略等しい外径を
有する円筒状の弁体２とを備えており、これを動力舵取
装置に適用する場合、上端部に舵輪を同軸的に固設して
あり、舵輪の回動に連動して軸心回りに回動する図示し
ない入力軸の下部に前記弁体２を構成する一方、下端部
を舵取機構に作動的に連結してなる図示しない出力軸の
上端部に前記ケーシング１を固設し、入力軸と出力軸を
トーションバー４を介して同軸的に連結して、この連結
部において、弁体２をケーシング１に内嵌せしめると共
に、前記両軸を囲繞する筒形のハウジング３内に、ケー
シング１を回動自在に内嵌せしめて構成される。従っ
て、前記トーションバー４は、図示の如く、弁体２軸心
の空洞部20内に位置し、舵輪に操舵トルクが加えられた
場合、該弁体２は、前記入力軸の回動に伴って回動しよ
うとする一方、前記出力軸には、車輪に作用する路面か
らの反力が舵取機構を介して作用しており、これに固設
されたケーシング１は、この反力によって回動を拘束さ
れた状態にあるから、トーションバー４には、舵輪に加
わる操舵トルクに対応する捩れが生じ、ケーシング１と
弁体２との間には、この捩れに応じた相対角変位が生じ
る。The hydraulic control valve according to the present invention includes a cylindrical casing 1 and a cylindrical valve body 2 having an outer diameter substantially equal to the inner diameter of the casing 1 as in the conventional hydraulic control valve. When applied to the device, a steering wheel is coaxially fixed to an upper end portion, and the valve body 2 is formed below an input shaft (not shown) which rotates around an axis in conjunction with rotation of the steering wheel. The casing 1 is fixed to an upper end of an output shaft (not shown) having a lower end operatively connected to a steering mechanism, and an input shaft and an output shaft are coaxially connected via a torsion bar 4. In this connecting portion, the valve body 2 is fitted inside the casing 1 and the casing 1 is rotatably fitted inside a cylindrical housing 3 surrounding both shafts. Therefore, as shown in the figure, the torsion bar 4 is located in the hollow portion 20 of the valve body 2 axis, and when a steering torque is applied to the steering wheel, the valve body 2 moves with the rotation of the input shaft. On the other hand, a reaction force from the road surface acting on the wheels acts on the output shaft via a steering mechanism, and the casing 1 fixed to the output shaft is rotated by the reaction force. Since the motion is restricted, the torsion bar 4 is twisted corresponding to the steering torque applied to the steering wheel, and a relative angular displacement is generated between the casing 1 and the valve body 2 in accordance with the twist. .
ケーシング１の内周面には、軸長方向を長手方向と
し、矩形断面を有する８本の長溝5,5…が、また弁体２
の外周面には、同様の８本の長溝6,6…が、夫々周方向
に等配をなして形成してあり、ケーシング１と弁体２と
は、第１図に示す如く、前記長溝5,5…と長溝6,6…とが
千鳥配置され、トーションバー４に捩れが生じていない
状態（中立状態）において、互いに相隣する長溝５と長
溝６とが、幅方向両側の等面積の連通部8,8（第２図参
照）を介して相互に連通するように位置決めされてい
る。また、ケーシング１の外周面には、これの全周に亘
る３本の環状溝7,7,7（中央の一本のみ図示）が、軸長
方向に相互に適長離隔させて形成してあり、図示された
中央の環状溝７は、油圧ポンプＰに接続され、図示しな
い２本の環状溝7,7は、舵取機構の一部に構成された操
舵補助用の油圧シリンダＳの両油室S1，S2に各別に接続
されている。そして、中央の環状溝７は、ケーシング１
を半径方向に貫通し、長溝5,5間の凸部の略中心位置に
開口する導入孔10により、８本の前記長溝6,6…の内、
１つ置きに位置する４本の長溝6,6…に接続され、ま
た、両側の環状溝7,7の一方は、ケーシング１を半径方
向に貫通して形成された第１の導出孔11により、８本の
前記長溝5,5…の内１つ置きに位置する４本の長溝5,5…
に接続され、また、他方は、同様に形成された第２の導
出孔12により、他の４本の長溝5,5…に接続されてい
る。また、残りの４本の長溝6,6…の内、弁体２の半径
方向に対向して位置する２本の長溝6,6は、弁体２を半
径方向に貫通する態様にて形成された還流孔13により、
油タンクＴに連通された前記空洞部20に接続してあり、
更に、他の２本の長溝6,6は、従来の油圧制御弁におい
ては、前記２本の長溝6,6と同様、低圧源たる前記油タ
ンクＴに連通させてあるのに対し、本考案に係る油圧制
御弁においては、第１図に示す如く、両側の間隙8,8を
介して、相隣する長溝5,5に連通させてある以外は、他
部との連通を遮断させてある。On the inner peripheral surface of the casing 1, eight long grooves 5, 5...
Are formed on the outer peripheral surface of the same in such a way that they are equally spaced in the circumferential direction, and the casing 1 and the valve element 2 are connected to each other by the long grooves as shown in FIG. When the torsion bars 4 are not twisted (neutral state), the adjacent long grooves 5 and 6 have equal areas on both sides in the width direction. 2 (see FIG. 2). On the outer peripheral surface of the casing 1, three annular grooves 7, 7, 7 (only one is shown at the center) are formed at an appropriate distance from each other in the axial direction. The illustrated central annular groove 7 is connected to a hydraulic pump P, and the two annular grooves 7, 7 (not shown) are provided on both sides of a steering assist hydraulic cylinder S formed as a part of a steering mechanism. The oil chambers S 1 and S 2 are separately connected to each other. The central annular groove 7 is
Of the eight long grooves 6, 6,... Through the introduction hole 10 which penetrates through in the radial direction and opens at a substantially central position of the convex portion between the long grooves 5, 5.
One of the annular grooves 7, 7 on both sides is connected to a first outlet hole 11 formed through the casing 1 in the radial direction. , Four long grooves 5,5... Located at every other of the eight long grooves 5,5.
, And the other is connected to the other four long grooves 5, 5,... By a second lead-out hole 12 similarly formed. Also, of the remaining four long grooves 6, 6,..., Two long grooves 6, 6 located in the radial direction of the valve body 2 are formed so as to penetrate the valve body 2 in the radial direction. With the reflux hole 13
Connected to the cavity 20 communicating with the oil tank T,
Further, in the conventional hydraulic control valve, the other two long grooves 6, 6 are connected to the oil tank T as a low pressure source, as in the case of the two long grooves 6, 6. In the hydraulic control valve according to (1), as shown in FIG. 1, communication with other portions is cut off except for communication with adjacent long grooves 5, 5 via gaps 8, 8 on both sides. .
弁体２の外周面と各長溝6,6…の両側壁との間に形成
される16個所の角部の内、低圧源との連通が遮断された
前記２本の長溝6,6両側に位置する４個所の角部以外に
は、軸断面において単一の円弧状をなす切欠部60が夫々
形成してあり、また、ケーシング１の内周面と各長溝5,
5…の両側壁との間に形成される同じく16個所の角部の
内、弁体２側の前記４個所の角部に連通部8,8…を隔て
て夫々対向する４個所の角部には、長溝５の側壁に交叉
し、ケーシング１の内周面に平行的な第１の部分50a
と、該部分50a及びケーシング１の内周面に、軸断面に
おいて夫々直角に近い角度にて交叉する第２の部分50b
とからなる切欠部50が形成されている。この切欠部50
は、前述した第６図に同一の符号により示す切欠部50と
同様のものである。第２図に示すように、弁体２の切欠
部60が存在しない角部は、その反時計方向への回転によ
り、低圧源に対する連通を遮断されている第３の長溝６
に対向するケーシング１の角部の切欠部50の第２の部分
50bに達すると、その両側の部分を締切ることになる。
このときケーシング１の導入孔10を形成したランドの時
計方向側角部に弁体２の切欠部60のランド中心側終端に
対向した状態となって、やはりその両側の部分を締切る
ことになる。つまり高圧源に連なる第１の長溝６は低圧
源又はこれに連なる導出孔12に対して締切られることに
なり、無用の油流が生じることがない。これによって流
動音の抑制、効率的な油圧利用が可能になるのである。Of the 16 corners formed between the outer peripheral surface of the valve element 2 and the side walls of each of the long grooves 6,6, on both sides of the two long grooves 6,6 where the communication with the low pressure source is interrupted. Except for the four corners located, cutouts 60 each having a single arc shape in the axial cross section are formed respectively, and the inner peripheral surface of the casing 1 and the respective long grooves 5,
Of the 16 corners formed between the two side walls of 5 ..., the four corners opposed to the four corners on the valve body 2 side through the communicating portions 8,8 ... respectively. The first portion 50a crosses the side wall of the long groove 5 and is parallel to the inner peripheral surface of the casing 1.
And a second portion 50b crossing the portion 50a and the inner peripheral surface of the casing 1 at an angle close to a right angle in the axial cross section.
Is formed. This notch 50
Are the same as the notches 50 indicated by the same reference numerals in FIG. As shown in FIG. 2, the corner of the valve body 2 where the notch 60 does not exist has a third long groove 6 whose communication with the low pressure source is cut off by its counterclockwise rotation.
The second part of the notch 50 at the corner of the casing 1 facing the
When it reaches 50b, both sides will be shut off.
At this time, the land in which the introduction hole 10 of the casing 1 is formed is opposed to the land center side end of the cutout portion 60 of the valve body 2 at the clockwise corner of the land, and the portions on both sides are also shut off. . That is, the first long groove 6 connected to the high-pressure source is shut off to the low-pressure source or the lead-out hole 12 connected to the low-pressure source, so that unnecessary oil flow does not occur. This makes it possible to suppress the flow noise and efficiently use the hydraulic pressure.
以上の如く構成された本考案に係る油圧制御弁を用い
てなる動力舵取装置における操舵補助力の増加特性を第
３図に示す。本図の横軸は舵輪に加わる操舵トルクを示
し、また縦軸は、油圧シリンダＳが発生する操舵補助力
を、前記油室S1，S2間に生じる圧力差として示してあ
る。FIG. 3 shows an increase characteristic of the steering assist force in the power steering apparatus using the hydraulic control valve according to the present invention configured as described above. The abscissa in this figure indicates the steering torque applied to the steering wheel, and the ordinate indicates the steering assist force generated by the hydraulic cylinder S as a pressure difference generated between the oil chambers S 1 and S 2 .
前述した如き形状を有する切欠部60を、前記角部に形
成してなる油圧制御弁は従来から公知のものであるが、
このような切欠部60を設けた場合、ケーシング１と弁体
２との間の相対角変位の増大に対し、連通部８の面積
が、前述した如き望ましい変化状態を示さず、この油圧
制御弁を用いてなる動力舵取装置においては、前記第５
図に示す如き明瞭な２段折れ特性は得られず、第５図に
おける各段部を大きい曲率の曲線により面取りした如き
操舵補助力の増加特性となることが知られている。The hydraulic control valve formed by forming the notch 60 having the shape as described above in the corner portion is conventionally known,
When such a notch 60 is provided, the area of the communication portion 8 does not show the desired change state as described above with respect to the increase in the relative angular displacement between the casing 1 and the valve body 2, and this hydraulic control valve In a power steering device using
It is known that a clear two-step bending characteristic as shown in the figure cannot be obtained, and the steering assist force increases as if each step in FIG. 5 was chamfered by a curve having a large curvature.
これに対し、本考案に係る油圧制御弁においては、ケ
ーシング１側の前記４個所の角部に形成され、前述の形
状を有する切欠部50,50…が、連通部8,8…全体における
面積の変化状態に影響を与えるから、これを備えた動力
舵取装置における操舵補助力の増加特性は、第３図に示
すように２段折れ特性に近いものとなる。第３図に示す
特性曲線は、前記切欠部50を有する角部にて挾まれた長
溝６を低圧源に連通させてある従来の油圧制御弁を備え
た動力舵取装置における第５図に示す特性曲線と比較し
た場合、中立状態における回路圧が若干高いこと以外は
殆ど差異はなく、このことから、本考案に係る油圧制御
弁を備えた動力舵取装置において、良好な操舵感覚が得
られることは明らかである。On the other hand, in the hydraulic control valve according to the present invention, the notches 50, 50,... Formed at the four corners on the casing 1 side and having the above-described shape are provided with the communication areas 8, 8,. In this case, the characteristic of increasing the steering assist force in the power steering apparatus provided with the above characteristic is close to the two-stage breaking characteristic as shown in FIG. The characteristic curve shown in FIG. 3 is shown in FIG. 5 in the case of a conventional power steering apparatus having a hydraulic control valve in which the long groove 6 sandwiched by the corner having the notch 50 communicates with a low pressure source. Compared with the characteristic curve, there is almost no difference except that the circuit pressure in the neutral state is slightly higher, and therefore, a good steering feeling can be obtained in the power steering apparatus including the hydraulic control valve according to the present invention. It is clear.
次に、本考案に係る油圧制御弁において、連通部8,8
における圧油の流動音を測定した結果を第４図に示す。
本図の横軸は、舵輪に加わる操舵トルク、即ちケーシン
グ１と弁体２との間に生じる相対角変位であり、縦軸
は、油圧制御弁本体から所定長離隔した位置にて測定し
た音圧レベルである。本図中には比較のため、切欠部50
にて挾まれた長溝６を低圧源に連通させてある従来の油
圧制御弁における同様の測定結果も示してある。Next, in the hydraulic control valve according to the present invention, the communication portions 8, 8
FIG. 4 shows the result of measurement of the flow noise of the pressure oil in the above.
The horizontal axis in this figure is the steering torque applied to the steering wheel, that is, the relative angular displacement generated between the casing 1 and the valve body 2, and the vertical axis is the sound measured at a position separated from the hydraulic control valve body by a predetermined length. Pressure level. In the figure, the notch 50
A similar measurement result is also shown for a conventional hydraulic control valve in which the long groove 6 sandwiched by the above is connected to a low pressure source.
本図に示す如く、従来の油圧制御弁においては、流動
音の音圧レベルが操舵トルクの増大に伴って急増し、最
大56dBに達しているのに対し、本考案に係る油圧制御弁
においては、操舵トルクの増大に伴って、流動音の音圧
レベルは同様に増加するが、その増加率が従来の油圧制
御弁におけるそれと比較して小さく、最大音圧レベルも
52dBであり、操舵トルクの大小に拘わらず、大幅な流動
音の低減効果が得られることが本図から明らかである。As shown in the figure, in the conventional hydraulic control valve, the sound pressure level of the flow noise suddenly increases with the increase of the steering torque and reaches a maximum of 56 dB, whereas in the hydraulic control valve according to the present invention, However, as the steering torque increases, the sound pressure level of the flow noise also increases, but the rate of increase is smaller than that of the conventional hydraulic control valve, and the maximum sound pressure level also increases.
This is 52 dB, and it is clear from this figure that a significant flow noise reduction effect can be obtained regardless of the magnitude of the steering torque.
なお本実施例においては、ケーシング１の長溝5,5…
を油圧シリンダＳの両油室S1，S2に、また、弁体２の長
溝6,6…を高圧源たる油圧ポンプＰと低圧源たる油タン
クＴとに夫々連通させてあるが、逆に、長溝5,5…を油
圧ポンプＰ及び油タンクＴに、また、長溝6,6…を前記
油室S1，S2に夫々連通させてもよいことは言うまでもな
い。In the present embodiment, the long grooves 5, 5,.
Are connected to both oil chambers S 1 , S 2 of the hydraulic cylinder S, and the long grooves 6, 6... Of the valve body 2 are connected to a hydraulic pump P serving as a high pressure source and an oil tank T serving as a low pressure source. the long groove 5,5 ... a hydraulic pump P and the oil tank T, also, the long grooves 6,6 ... to the may be communicated respectively communicated to the oil chamber S 1, S 2 course.
また本実施例においては、低圧部との連通を遮断させ
てある長溝６両側の切欠部50を、該長溝６の両側壁と弁
体２の外周面との間の角部に対向するケーシング１側の
角部に形成してあるが、これを、弁体２側の前記角部に
形成してもよく、この場合、第１の部分50aは弁体２の
外周面と略平行な部分となり、第２の部分50bが、前記
第１の部分50a及び弁体２の外周面の夫々に直角に近い
角度にて交叉する部分となることは言うまでもない。Further, in this embodiment, the cutouts 50 on both sides of the long groove 6 which interrupt the communication with the low-pressure portion are formed in the casing 1 facing the corner between the both side walls of the long groove 6 and the outer peripheral surface of the valve element 2. Although it is formed at the corner on the side of the valve body, it may be formed at the corner on the valve body 2 side. In this case, the first portion 50a is a portion substantially parallel to the outer peripheral surface of the valve body 2. Needless to say, the second portion 50b intersects the first portion 50a and the outer peripheral surface of the valve element 2 at an angle close to a right angle.
また切欠部50は、ケーシング１と弁体２との間の相対
角変位が所定の大きさに達するまでの間、連通部の面積
を実質的に変化させない形状を有するものであれば、前
記第２図，第６図に示すものに限らず、例えば、本願出
願人により特願昭63-66871号，特願昭63-90035号，実願
昭63-48863号において提案された如き形状を有するもの
であってもよい。In addition, the cutout portion 50 has a shape that does not substantially change the area of the communication portion until the relative angular displacement between the casing 1 and the valve body 2 reaches a predetermined size. It is not limited to those shown in FIGS. 2 and 6, and has, for example, a shape as proposed by the present applicant in Japanese Patent Application Nos. 63-66871, 63-90035, and 63-48863. It may be something.
また他の角部に設けた切欠部60の形状は、本実施例中
に示す単一の円弧状に限るものではなく、他の形状とし
てもよく、更に、この切欠部60の形成位置も、本実施例
中に示す弁体２側に限らず、ケーシング１側としてもよ
い。Further, the shape of the notch 60 provided at the other corner is not limited to the single arc shape shown in the present embodiment, but may be another shape, and further, the formation position of this notch 60, The present invention is not limited to the valve body 2 side shown in the present embodiment, but may be the casing 1 side.
更に本実施例においては、低圧源に本来連通させるべ
き４本の長溝6,6…の内、２本の長溝6,6において連通を
遮断させてあるが、これは、１本又は３本であってもよ
い。Further, in the present embodiment, of the four long grooves 6, 6,... Which should be originally connected to the low pressure source, the communication is interrupted in two long grooves 6, 6, but this is only one or three. There may be.
以上詳述した如く、本考案に係る油圧制御弁において
は、弁体の長溝又はランドの内の一部における低圧源と
の連通を遮断すると共に、弁体の第１の長溝、又はラン
ドを低圧源に対して締切るべくなし、更に弁体の第３の
長溝、又はランドの両側では相対角変位が所定の大きさ
になるまで面積変化を実質的に生ぜしめない切欠部を形
成することにより、２段折れ特性を損なうことなく、弁
体とケーシングとの間に相対角変位が生じた場合に発生
する圧油の流動音を大幅に低減することが可能となるか
ら、この油圧制御弁を動力舵取装置に適用した場合、高
速走行時における直進安定性の向上、及び停止時又は低
速走行時における舵輪操作力の低減化を共に実現できる
上、前記流動音の低減により快適性が向上し、更に、流
動音の聴取により、異常状態が生じていると誤認される
虞もない等、本考案は優れた効果を奏する。As described in detail above, in the hydraulic control valve according to the present invention, communication with the low pressure source in a part of the long groove or the land of the valve body is cut off, and the first long groove or the land of the valve body is set to the low pressure. By providing a cut-out in order to shut off against the source, and furthermore, on the third long groove of the valve body, or on both sides of the land, a notch which does not substantially change the area until the relative angular displacement becomes a predetermined magnitude. Since it is possible to greatly reduce the flow noise of the pressure oil generated when the relative angular displacement occurs between the valve body and the casing without impairing the two-stage bending characteristic, When applied to a power steering device, it is possible to realize both improvement of straight running stability at the time of high-speed running and reduction of steering operation force at the time of stopping or low-speed running, and furthermore, the comfort is improved by the reduction of the flow noise. , And by listening to the flowing sound, Possibility that normal state is mistaken that occur without, but the present invention is an excellent effect.
第１図は動力舵取装置の油圧回路図と共に示す本考案に
係る油圧制御弁の正面断面図、第２図は切欠部の形成態
様を示す第１図の一部拡大図、第３図は本考案に係る油
圧制御弁を用いてなる動力舵取装置における操舵補助力
の増加特性を示すグラフ、第４図は本考案に係る油圧制
御弁において生じる圧油の流動音の測定結果を従来の油
圧制御弁のそれと比較したグラフ、第５図は動力舵取装
置における操舵補助力の望ましい増加特性を示すグラ
フ、第６図は従来の油圧制御弁における切欠部の形成態
様を示す図、第７図は第６図の切欠部における圧油の流
動状態の説明図である。 １……ケーシング、２……弁体、5,6……長溝、13……
還流孔、50……切欠部、50a……第１の部分、50b……第
２の部分、60……切欠部、Ｐ……油圧ポンプ、Ｓ……油
圧シリンダFIG. 1 is a front sectional view of a hydraulic control valve according to the present invention, which is shown together with a hydraulic circuit diagram of a power steering device, FIG. 2 is a partially enlarged view of FIG. FIG. 4 is a graph showing an increase characteristic of the steering assist force in the power steering device using the hydraulic control valve according to the present invention. FIG. 4 shows a measurement result of the flow noise of the pressure oil generated in the hydraulic control valve according to the present invention. FIG. 5 is a graph comparing with that of the hydraulic control valve, FIG. 5 is a graph showing a desirable increase characteristic of the steering assist force in the power steering device, FIG. The figure is an explanatory view of the flow state of the pressure oil in the notch in FIG. 1 ... casing, 2 ... valve body, 5, 6 ... long groove, 13 ...
Reflux hole, 50 Notch, 50a First part, 50b Second part, 60 Notch, P Hydraulic pump, S Hydraulic cylinder
───────────────────────────────────────────────────── フロントページの続き (72)考案者 大石 博資 大阪府大阪市南区鰻谷西之町２番地 光 洋精工株式会社内 (56)参考文献 特開 昭56−21973（ＪＰ，Ａ) 特開 昭57−70797（ＪＰ，Ａ) 実開 昭57−12364（ＪＰ，Ｕ) ──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Hiroshi Oishi 2 in Unagi, Nishino-cho, Minami-ku, Osaka-shi, Osaka Inside Mitsuyo Seiko Co., Ltd. (56) References JP-A-56-21973 (JP, A) JP-A Sho 57-70797 (JP, A) Shokai Sho 57-12364 (JP, U)
Claims (1)
はこれらの長溝間に挟まれたランドを相異なる圧油の送
給先に交互に連通させるとともに、 円周方向に１つおきに設けられたランド、又は長溝を高
圧源に連通させてある筒形のケーシングと、 該ケーシングに回動自在に内嵌され、その外周面に等配
された前記長溝と同数の長溝を有する弁体と を有し、 該弁体は、 高圧源に連通するケーシングの前記ランド、又は長溝に
対応して、円周方向に１つおきに設けられた第１の長
溝、又はランドと、 円周方向に１つおきに設けられた残りの長溝、又はラン
ドのうち、低圧源と連通する第２の長溝、又はランド、
及び、低圧源との連通を遮断させてある第３の長溝、又
はランドとを備え、 更に、互いに対向する前記ケーシング側、又は前記弁体
側の角部に、所定の相対角変位で第１の長溝、又はラン
ドを前記低圧源に対して締切るべき切欠部が形成してあ
り、 更に、第３の長溝、又は前記弁体側の角部に、弁体とケ
ーシングとの相対角変位が所定の大きさに達するまでの
間、前記相対角変位により前記連通部の面積変化を実質
的に生ぜしめない形状を有する切欠部が形成してあるこ
とを特徴とする油圧制御弁。1. A method according to claim 1, wherein the plurality of long grooves equally arranged on the inner peripheral surface or the lands sandwiched between the long grooves are alternately communicated with different pressure oil supply destinations. A cylindrical casing in which every other land or long groove is communicated with a high-pressure source; and the same number of long grooves as the long grooves which are rotatably fitted in the casing and are equally arranged on the outer peripheral surface thereof. A first long groove or land provided in the circumferential direction in correspondence with the land or long groove of the casing communicating with the high-pressure source; Of the remaining long grooves or lands provided every other in the circumferential direction, the second long grooves or lands communicating with the low pressure source,
And a third long groove or land that blocks communication with the low-pressure source, and further includes a first relative angular displacement at a predetermined relative angular displacement at a corner of the casing or the valve body facing each other. A notch for closing off the long groove or land with respect to the low-pressure source is formed. Further, a third long groove or a corner on the valve body side has a predetermined relative angular displacement between the valve body and the casing. A hydraulic control valve, wherein a cutout portion having a shape that does not substantially change the area of the communication portion due to the relative angular displacement is formed until the size reaches the size.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988106281U JP2523985Y2 (en) | 1988-08-10 | 1988-08-10 | Hydraulic control valve |
| US07/335,080 US4924910A (en) | 1988-04-12 | 1989-04-07 | Hydraulic pressure control valve |
| DE1989603863 DE68903863T2 (en) | 1988-04-12 | 1989-04-11 | HYDRAULIC PRESSURE CONTROL VALVE. |
| EP19890303555 EP0337723B1 (en) | 1988-04-12 | 1989-04-11 | Hydraulic pressure control valve |
| DE1989603863 DE68903863T4 (en) | 1988-04-12 | 1989-04-11 | Hydraulic pressure control valve. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988106281U JP2523985Y2 (en) | 1988-08-10 | 1988-08-10 | Hydraulic control valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0226974U JPH0226974U (en) | 1990-02-21 |
| JP2523985Y2 true JP2523985Y2 (en) | 1997-01-29 |
Family
ID=31339645
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1988106281U Expired - Lifetime JP2523985Y2 (en) | 1988-04-12 | 1988-08-10 | Hydraulic control valve |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2523985Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5207244A (en) * | 1992-09-21 | 1993-05-04 | Trw Inc. | Steering control valve with contoured control surfaces |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5621973A (en) * | 1979-07-31 | 1981-02-28 | Nissan Motor Co Ltd | Working valve device for power steering |
| JPS6338138Y2 (en) * | 1980-06-25 | 1988-10-07 |
-
1988
- 1988-08-10 JP JP1988106281U patent/JP2523985Y2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0226974U (en) | 1990-02-21 |
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