JP3147779B2 - Vehicle steering control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering control device for a vehicle such as an automobile, and more particularly to a vehicle steering control having a hydraulic control valve for controlling supply and discharge of a hydraulic pressure by a relative displacement between a valve shaft and a valve body. Related to the device.

[0002]

2. Description of the Related Art As a steering control device for a vehicle such as an automobile (for example, a hydraulic power steering device), a power steering device having a hydraulic control valve is known (for example, Japanese Utility Model Laid-Open No. 5-55858). ).

[0003] In the power steering apparatus disclosed in this publication, the hydraulic control valve is a so-called rotary valve having a valve shaft and a valve body, and the hydraulic pressure is supplied by the relative displacement between the valve shaft and the valve body. Discharge control can be performed. Further, in this hydraulic control valve, a snap ring is locked on the outer periphery of the valve shaft, and a friction washer and the friction washer are provided between the end face of the valve body and the snap ring in the direction of the valve body. A biasing spring is disposed. Thereby, a frictional force is applied at the time of relative displacement between the valve shaft and the valve body.

However, in such a power steering apparatus using the hydraulic control valve, the valve body constituting the hydraulic control valve is connected to the pinion shaft via the pin, and therefore, the pin is used as a fulcrum to slightly move the valve body. However, a tilt occurs. For this reason, the friction washer also inclines, and as a result, the pressing force between the valve body and the friction washer becomes uneven, so that the frictional force is not stabilized, and there is a disadvantage that the steering feeling is impaired.

Further, since the hydraulic control valve employs a plurality of components such as a snap ring, a friction washer, and a spring for obtaining a frictional force as described above, the number of components is large and the cost is high. However, there was also a problem of poor assemblability.

[0006]

SUMMARY OF THE INVENTION In view of the above fact, the present invention provides a stable hysteresis characteristic by applying a stable frictional force by preventing rattling between a valve shaft and a valve body. It is an object of the present invention to obtain a steering control device for a vehicle, which can obtain a good steering feeling, reduce the number of parts, reduce the cost, and improve the assemblability.

[0007]

According to a first aspect of the present invention, there is provided a vehicle steering control device comprising: a valve shaft connected to a steering shaft to which a steering wheel is attached; and a valve shaft connected to the valve shaft via a torsion bar. A valve body connected to a pinion shaft via a pin, and a hydraulic control valve that controls supply and discharge of hydraulic pressure by a relative displacement between the valve shaft and the valve body. In a vehicle steering control device controlled by a control valve, the valve body is locked to an axial end surface of the valve body and abuts at least one portion on an outer periphery of the valve shaft to radially bias the valve body and the valve shaft. And urging means for pressing against each other.

In the vehicle steering control device according to the first aspect, the urging means is locked to the axial end surface of the valve body, and the urging means is in contact with the outer periphery of the valve shaft. The valve body and the valve shaft are urged in the radial direction and pressed against each other.

When the steering wheel is operated, the valve shaft of the hydraulic control valve and the valve body are displaced relative to each other, whereby the supply and discharge of the hydraulic fluid from the hydraulic source is controlled.

In this case, when the valve shaft is rotated by the steering operation, between the urging means and the valve shaft, and between the valve shaft and the valve body pressed against each other by the urging means. Rotational resistance occurs due to frictional force. As a result, hysteresis occurs in the characteristic of the relative displacement angle θ-steering torque T, the feeling of response at the start of steering operation (at the time of turning) is improved, and the steering force at the time of steering wheel steering is reduced. A good steering feeling can be obtained.

In this case, in the vehicle steering control device according to the first aspect, the biasing means is locked on the axial end surface of the valve body and abuts on the outer periphery of the valve shaft. The shafts are pressed together without rattling. Therefore, even if the valve body connected to the pinion shaft via the pin tilts with the pin as a fulcrum, the pressure contact state (pressing force) between the valve body and the valve shaft does not change. As a result, the rotational resistance due to the frictional force is stable, stable hysteresis characteristics can be obtained, and a good steering feeling can be obtained.

Further, in the vehicle steering control device according to the first aspect, since the rotation resistance is generated by the frictional force by the single urging means supported by the valve body, the number of parts is reduced. The cost is reduced and the assemblability is improved. Further, if the urging force of the urging means is changed, the frictional force is changed, and the hysteresis characteristic can be adjusted.

As described above, in the vehicle steering control device according to the first aspect, the stable hysteresis characteristic is provided by preventing the backlash between the valve shaft and the valve body and applying a stable frictional force. As a result, a good steering feeling can be obtained, and the number of parts is reduced, the cost is reduced, and the assemblability is improved.

According to a second aspect of the present invention, there is provided a vehicle steering control device according to the first aspect, wherein the urging means is formed in a ring shape, and is provided with a support portion for supporting the valve body. The claw portion to be formed is a spring member formed so as to protrude.

In the vehicle steering control device according to the second aspect, the claw portion formed on the spring member is locked to the axial end surface of the valve body, and the spring member is provided at at least one position on the outer periphery of the valve shaft. The valve body and the valve shaft are urged in the radial direction and pressed against each other.

Therefore, the structure as the urging means can be realized by a single spring member, and the structure for supporting this spring member is simplified.

According to a third aspect of the present invention, in the vehicle steering control device according to the first or second aspect, the urging direction of the valve body and the valve shaft by the urging means is: It is characterized by being coincident with the axis of the pin.

In the vehicle steering control device according to the third aspect, since the urging directions of the valve body and the valve shaft by the urging means coincide with the axis of the pin, the valve body and the valve shaft can be most effectively moved. It is possible to surely prevent rattling by being brought into pressure contact, and to obtain a good steering feeling.

[0019]

FIG. 1 shows the overall configuration of a vehicle steering control device according to a first embodiment of the present invention.

The vehicle steering control device includes a control valve 10. The control valve 10 has a cylindrical valve housing 12, and a valve body 14 is disposed in the valve housing 12 so as to be relatively rotatable. The valve body 14 has a cylindrical shape, and is connected to a pinion shaft 15 (output shaft) via a pin 17 so as to be integrally rotatable.

The valve shaft 14 is mounted on the valve body 14.
6 are fitted so as to be relatively rotatable. The valve shaft 16 is connected to an input shaft (not shown).

A torsion bar 18 is arranged at the axis of the valve shaft 16. One end of the torsion bar 18 is connected to the valve shaft 16 (input shaft), and the other end is connected to the pinion shaft 15. That is, the valve shaft 16 (input shaft) is connected to the pinion shaft 15 via the torsion bar 18, and is connected to the pinion shaft 15 when the torsion bar 18 is twisted by the turning operation of the steering wheel. A relative angular displacement is generated between the valve body 14 and the valve shaft 16 connected to the input shaft.

An annular groove 2 is formed on the outer peripheral surface of the valve body 14.
0A, 20B and 20C are formed at predetermined intervals in the axial direction, the central annular groove 20B is connected to a hydraulic pump (not shown) via a hydraulic circuit, and the upper annular groove 20A is a power cylinder (not shown). For example, the lower annular groove 20C in the axial direction is connected to, for example, a left oil chamber of the power cylinder.

As shown in FIG. 5, a land portion 22 and a concave groove 24 extending in the axial direction are formed on the inner peripheral surface of the valve body 14.
They are formed alternately along the circumferential direction. A pressure oil hole 26 for introducing hydraulic pressure from a hydraulic pump into the control valve 10 through a central annular groove 20 </ b> B is formed through the valve body 14 in the radial direction of the land 22. Further, a suction / discharge oil hole 28 communicating with one annular groove 20A for sucking / discharging oil pressure in, for example, a right oil chamber of the power cylinder is formed in the concave groove 24, and the other oil suction / discharge oil pump, for example, in the left oil chamber of the power cylinder An oil suction / discharge hole 30 communicating with the annular groove 20 </ b> C is formed in the concave groove 24.

Also, on the outer peripheral surface of the valve shaft 16,
The land portions 32 and the concave grooves 34 extending in the axial direction are alternately formed along the circumferential direction. In the valve shaft 16, a communication oil hole 3 for guiding pressure oil to an inner peripheral space 38 of the valve shaft 16 is formed in a concave groove 34 facing the land portion 22 where the pressure oil hole 26 of the valve body 14 is not formed.
6 are formed through.

Further, a return oil hole 19 for guiding pressure oil to a reservoir tank (not shown) is formed through the valve shaft 16 at a portion not corresponding to the valve body 14.

The valve shaft 16 and the valve body 1
4 indicates that, when the torsion bar 18 is not twisted (neutral state of the steering), the concave groove 24 of the valve body 14 and the land 32 of the valve shaft 16 are arranged as shown in FIG.
As shown in the figure, the center parts in the circumferential direction are aligned and opposed,
A predetermined gap 39 is formed between the land 32 and the land 22 of the valve body 14 on both sides in the circumferential direction. This gap 39 becomes a throttle when the valve shaft 16 and the valve body 14 rotate relative to each other.

Further, in the valve housing 12, a steering reaction force control unit 40 is provided below the valve body 14 in the figure.
Is provided. As shown in FIG. 6, the steering reaction force control unit 4
0 has a plunger holder 42 into which the lower end of the valve shaft 16 is fitted.

The plunger holder 42 has a pair of concave portions 48 formed on the outer peripheral side, and a hydraulic chamber 50 is provided between the concave portion 48 and the valve housing 12. Also,
In the plunger holder 42 corresponding to the hydraulic chamber 50, one pair and two pairs (four) of plungers 46 are slidably held. Each of these plungers 46 faces one side of the hydraulic chamber 50. A projection 46 </ b> A is formed on the side of each plunger 46 opposite to the hydraulic chamber 50, and faces each side of a pair of flat wings 44 formed at the lower end of the valve shaft 16. For this reason, the plunger 46 raises the protrusion 46 </ b> A due to the pressure increase of the hydraulic chamber 50.
Presses the wing 44.

On the other hand, as shown in FIGS. 2 to 4, an urging means (spring member) is provided on the axially upper end face of the valve body 14.
A spring 52 is disposed. The spring 52 is formed in a C-shaped ring shape, and has a pair of claw portions 54 at the open end. The claw portion 54 is engaged with a support hole 56 formed on the upper end surface of the valve body 14 in the axial direction.
And the inner peripheral wall thereof is in contact with the outer periphery of the valve shaft 16, and the valve body 14 and the valve shaft 16 are radially urged into pressure contact with each other.

In this case, the formation position of the support hole 56, the shape of the spring 52, and the like are set so that the biasing direction of the valve body 14 and the valve shaft 16 by the spring 52 coincides with the axis of the pin 17 described above. ing.

Next, the operation of the first embodiment will be described. In the control valve 10 (vehicle steering control device) having the above configuration, the pressure oil supplied from the hydraulic pump is diverted by the diverter valve, and then the central annular groove 20 </ b> B of the control valve 10.
It is introduced into the concave groove 34 of the valve shaft 16 through the pressure oil hole 26, and is introduced into the concave groove 24 of the valve body 14 adjacent on both sides through the gap 39 on both sides in the circumferential direction of the concave groove 34. The pressure oil introduced into the groove 24 is
4 is introduced into the groove 34 communicated with the communication oil hole 36 through the gap 39 on the opposite side to the groove 34, and is returned to the reservoir tank through the communication oil hole 36 and the inner peripheral space 38.

When the steering is in a neutral state,
Since the torsion bar 18 is not twisted, the opening areas of the gaps 39 located on both circumferential sides of the concave groove 34 facing the pressure oil hole 26 are equal as shown in FIG. At this time, no pressure difference occurs between the concave grooves 24 on both sides of the land portion 22 in which the pressure oil hole 26 is formed, and the pressure in the right oil chamber and the pressure in the left oil chamber of the power cylinder become equal, No assist force is generated in the power cylinder.

When the steering wheel is rotated and the torsion bar 18 is twisted, the valve body 14
Relative angular displacement occurs between the valve shaft 16 and the valve shaft 16, resulting in a difference in the opening area of the gap 39 on both circumferential sides of the concave groove 34. As a result, one gap 39 (a gap on the opposite side in the rotation direction) is narrowed between the concave grooves 24 on both sides of the land portion 22 in which the pressure oil hole 26 is formed, so that a pressure difference is generated, and the power connected to these is reduced. A pressure difference also occurs between the two oil chambers of the cylinder, and an assist force is generated in the steering direction.

Further, as the vehicle speed increases, the amount of oil increases, and the reaction pressure applied to the steering reaction force control unit 40 (hydraulic chamber 50) increases. Thereby, the reaction force (the arrow F _{R in} FIG. 6) by the plunger 46 increases. Therefore, as the steering force, the reaction force of the plunger 46 acts in addition to the torsion torque of the torsion bar 18, so that
A stable steering feeling with a sense of response is obtained.

Here, in the control valve 10 (vehicle steering control device), a spring 52 is attached to the axial end face of the valve body 14.
The valve body 14 and the valve shaft 16 are radially urged by the spring 52 and are pressed against each other. When the valve shaft 16 is rotated by the steering operation, rotational resistance is generated between the spring 52 and the valve shaft 16 and between the valve shaft 16 and the valve body 14 due to frictional force. As a result, hysteresis occurs in the characteristic of the relative displacement angle θ-steering torque T, the feeling of response at the start of steering operation (at the time of turning) is improved, and the steering force at the time of steering wheel steering is reduced. A good steering feeling can be obtained.

In this control valve 10 (vehicle steering control device), the spring 52 is locked on the axial end surface of the valve body 14 and abuts on the outer periphery of the valve shaft 16. And valve shaft 16
Are pressed against each other without rattling. For this reason,
Even if the valve body 14 connected to the pinion shaft 15 via the pin 17 tilts with the pin 17 as a fulcrum,
The pressure contact state (pressing force) between the valve body 14 and the valve shaft 16 does not change. As a result, the rotational resistance due to the frictional force is stable, stable hysteresis characteristics can be obtained, and a good steering feeling can be obtained.

In this case, since the biasing direction of the valve body 14 and the valve shaft 16 by the spring 52 coincides with the axis of the pin 17, the valve body 14 and the valve shaft 16 can be pressed most effectively. Therefore, it is possible to reliably prevent rattling and obtain a good steering feeling.

Further, in the control valve 10 (vehicle steering control device), a single spring 5 supported on a valve body 14 is provided.
2 generates rotational resistance due to frictional force.
4 can be attached by being locked to the support hole 56, so that the number of parts is reduced, the cost is reduced, and the assembling property is improved. Further, if the urging force of the spring 52 is changed, the frictional force is changed, and the hysteresis characteristic can be adjusted.

As described above, in the control valve 10 (vehicle steering control device) according to the first embodiment, the backlash between the valve shaft 16 and the valve body 14 is prevented to achieve a stable frictional force. By applying the above, a stable hysteresis characteristic can be obtained and a good steering feeling can be obtained. Further, the number of parts is reduced, the cost is reduced, and the assembling property is improved.

Next, another embodiment of the present invention will be described. Note that components that are basically the same as those in the first embodiment are given the same reference numerals as in the first embodiment, and descriptions thereof are omitted.

FIGS. 7 and 8 show a valve body 14 of a control valve 60 (vehicle steering control device) according to a second embodiment.
9 and a perspective view of the valve shaft 16 are shown in FIG.
2 shows a sectional view of the valve body 14 and the valve shaft 16.

In the control valve 60, a spring 62 as an urging means (spring member) is disposed on the upper end surface in the axial direction of the valve body 14. The spring 62 has basically the same shape as the spring 52 according to the above-described first embodiment,
It is formed in a C-shaped ring shape. Further, the spring 62 has a claw portion 64 formed at a middle portion of the C-shape (the side opposite to the open end). The claw portion 64 is locked in a support hole 66 formed in the axially upper end surface of the valve body 14, whereby the spring 62 is locked in the axial end surface of the valve body 14 and the open side thereof is locked. The inner peripheral wall of the end is in contact with the outer periphery of the valve shaft 16, and the valve body 14 and the valve shaft 16 are urged in the radial direction to be in pressure contact with each other.

In the control valve 60 (steering control device for a vehicle), when the valve shaft 16 is rotated by the steering operation, the valve shaft 16 is moved between the spring 62 (the inner peripheral wall at the open end) and the valve shaft 16. Rotational resistance is generated between the valve body 16 and the valve body 14 due to frictional force. As a result, hysteresis occurs in the characteristic of the relative displacement angle θ-steering torque T, the feeling of response at the start of steering operation (at the time of turning) is improved, and the steering force at the time of steering wheel steering is reduced. A good steering feeling can be obtained.

In this control valve 60 (vehicle steering control device), the spring 62 is locked on the axial end face of the valve body 14 and abuts on the outer periphery of the valve shaft 16. And valve shaft 16
Are pressed against each other without rattling. For this reason,
Even if the valve body 14 connected to the pinion shaft 15 via the pin 17 tilts with the pin 17 as a fulcrum,
The pressure contact state (pressing force) between the valve body 14 and the valve shaft 16 does not change. As a result, the rotational resistance due to the frictional force is stable, stable hysteresis characteristics can be obtained, and a good steering feeling can be obtained.

Further, in the control valve 60 (vehicle steering control device), a single spring 6 supported on the valve body 14 is used.
2 generates rotation resistance due to frictional force.
4 can be attached by being locked in the support hole 66, so that the number of parts is reduced, the cost is reduced, and the assembling property is improved. Further, if the biasing force of the spring 62 is changed, the frictional force will be changed, and the hysteresis characteristic can be adjusted.

As described above, in the control valve 60 (vehicle steering control device) according to the second embodiment, the backlash between the valve shaft 16 and the valve body 14 is prevented, and a stable friction force is obtained. By applying the above, a stable hysteresis characteristic can be obtained and a good steering feeling can be obtained. Further, the number of parts is reduced, the cost is reduced, and the assembling property is improved.

FIG. 11 is a sectional view of the valve body 14 and the valve shaft 16 of the control valve 70 (vehicle steering control device) according to the third embodiment.

In the control valve 70, a spring 72 as an urging means (spring member) is disposed on the upper end surface in the axial direction of the valve body 14. As shown in detail in FIG. 10, the spring 72 has basically the same shape as the spring 62 according to the above-described second embodiment, but the C-shaped cut-side ends are formed so as to overlap each other. I have. Further, a claw portion 74 is formed on the spring 72 on a side opposite to the overlap portion. The claw portion 74 is locked in a support hole 76 formed on the upper end surface in the axial direction of the valve body 14,
As a result, the spring 72 is locked on the axial end surface of the valve body 14 and the inner peripheral wall at the open end thereof abuts on the outer periphery of the valve shaft 16 to urge the valve body 14 and the valve shaft 16 in the radial direction. They are pressed against each other.

In the control valve 70 (vehicle steering control device), when the valve shaft 16 is rotated by the steering operation, the valve 72 is located between the spring 72 (the inner peripheral wall of the overlap portion) and the valve shaft 16. 16
Rotational resistance is generated between the valve body 14 and the valve body 14 due to frictional force. As a result, hysteresis occurs in the characteristic of the relative displacement angle θ-steering torque T, the feeling of response at the start of steering operation (at the time of turning) is improved, and the steering force at the time of steering wheel steering is reduced. A good steering feeling can be obtained.

In this control valve 70 (vehicle steering control device), the spring 72 is locked on the axial end surface of the valve body 14 and abuts on the outer periphery of the valve shaft 16. And valve shaft 16
Are pressed against each other without rattling. For this reason,
Even if the valve body 14 connected to the pinion shaft 15 via the pin 17 tilts with the pin 17 as a fulcrum,
The pressure contact state (pressing force) between the valve body 14 and the valve shaft 16 does not change. As a result, the rotational resistance due to the frictional force is stable, stable hysteresis characteristics can be obtained, and a good steering feeling can be obtained.

Further, in the control valve 70 (vehicle steering control device), a single spring 7 supported on the valve body 14 is provided.
2 generates rotation resistance due to frictional force.
4 can be attached by being locked to the support hole 76, so that the number of parts is reduced, the cost is reduced, and the assembling property is improved. Further, if the biasing force of the spring 72 is changed, the frictional force will be changed, and the hysteresis characteristic can be adjusted.

As described above, in the control valve 70 (vehicle steering control device) according to the third embodiment, the backlash between the valve shaft 16 and the valve body 14 is prevented, and a stable frictional force is obtained. By applying the above, a stable hysteresis characteristic can be obtained and a good steering feeling can be obtained. Further, the number of parts is reduced, the cost is reduced, and the assembling property is improved.

FIG. 13 is a sectional view of a valve body 14 and a valve shaft 16 of a control valve 80 (vehicle steering control device) according to a fourth embodiment.

In the control valve 80, a spring 82 as an urging means (spring member) is disposed on the upper end surface in the axial direction of the valve body 14. As shown in detail in FIG. 12, the spring 82 has basically the same shape as the spring 52 according to the first embodiment described above, and is formed in a C-shaped ring shape. Further, a holding claw 88 is formed on the spring 82 at an intermediate portion of the C-shape (the side opposite to the open end). This spring 8
2, a claw portion 84 is locked in a support hole 86 formed in an axially upper end surface of the valve body 14, and a holding claw 88 is provided.
Is a holding hole 90 formed in the outer periphery of the valve shaft 16.
As a result, the spring 82 is locked on the axial end surface of the valve body 14 and the inner peripheral wall of the spring 82 abuts on the outer periphery of the valve shaft 16. And press against each other.

In this case, instead of the holding hole 90, the holding claw 88 may be inserted into the return oil hole 19 and held.

In this control valve 80 (vehicle steering control device), hysteresis occurs in the characteristic of relative displacement angle θ-steering torque T due to the rotational resistance obtained by spring 82, and this hysteresis characteristic is further stabilized. And a good steering feeling can be obtained.

Further, also in the control valve 80 (vehicle steering control device), a single spring 82 supported by the valve body 14 generates rotation resistance due to frictional force. Since 84 can be attached simply by being locked in the support hole 86 of the valve body 14, the number of parts is reduced, the cost is reduced, and the assembling property is improved. Further, in the control valve 80, the claw portion 84 of the spring 82 is connected to the support hole 8 of the valve body 14.
6, the holding claw 88 is held in the holding hole 90 of the valve shaft 16, so that the spring 8
2 does not have to worry about dropping, and the reliability is improved.

[0059]

As described above, the steering control apparatus for a vehicle according to the present invention prevents the backlash between the valve shaft and the valve body and applies a stable frictional force, thereby providing a stable hysteresis. A good steering feeling can be obtained by obtaining characteristics, and further, there is an excellent effect that the number of parts is reduced, the cost is reduced, and the assemblability is improved.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view illustrating an entire configuration of a control valve according to a first embodiment of the present invention.

FIG. 2 is a perspective view showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like of the control valve according to the first embodiment of the present invention.

FIG. 3 is a perspective view showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like of the control valve according to the first embodiment of the present invention, with the spring removed.

FIG. 4 is a cross-sectional view perpendicular to an axis showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like of the control valve according to the first embodiment of the present invention.

FIG. 5 is a schematic half sectional view taken along a direction perpendicular to an axis of the control valve according to the first embodiment of the present invention.

FIG. 6 is a sectional view perpendicular to the axis of a steering reaction force control unit of the control valve according to the first embodiment of the present invention.

FIG. 7 is a perspective view showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like of a control valve according to a second embodiment of the present invention.

FIG. 8 is a perspective view showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like of a control valve according to a second embodiment of the present invention, with a spring removed.

FIG. 9 is a cross-sectional view of the control valve according to a second embodiment of the present invention, taken at right angles to an axis, showing a corresponding relationship between a valve body, a valve shaft, a spring, and the like.

FIG. 10 is a perspective view of a spring applied to a control valve according to a third embodiment of the present invention.

FIG. 11 is a cross-sectional view of the control valve according to a third embodiment of the present invention, taken at right angles to an axis, showing a corresponding relationship between a valve body, a valve shaft, a spring, and the like.

FIG. 12 is a perspective view of a spring applied to a control valve according to a fourth embodiment of the present invention.

FIG. 13 is a cross-sectional view of the control valve according to a fourth embodiment of the present invention, taken at right angles to an axis, showing a correspondence relationship between a valve body, a valve shaft, a spring, and the like.

[Explanation of symbols]

 Reference Signs List 10 control valve (vehicle steering control device) 14 valve body 15 pinion shaft 16 valve shaft 17 pin 18 torsion bar 52 spring (biasing means, spring member) 54 claw portion 56 support hole 60 control valve (vehicle steering control device) 62 spring (biasing means, spring member) 64 claw 66 support hole 70 control valve (vehicle steering control device) 72 spring (biasing means, spring member) 74 claw 76 support hole 80 control valve (vehicle steering control) Device) 82 spring (biasing means, spring member) 84 claw portion 86 support hole 88 holding claw

Claims (3)

(57) [Claims] A valve shaft connected to a steering shaft to which a steering wheel is attached;
A valve body connected via a pin to a pinion shaft connected to the valve shaft via a torsion bar, and a hydraulic control valve for controlling supply / discharge of hydraulic pressure by a relative displacement between the valve shaft and the valve body. Have
In a vehicle steering control device for controlling an oil liquid from a hydraulic source by the hydraulic control valve, the steering control device is locked to an axial end surface of the valve body and abuts at least one portion of an outer periphery of the valve shaft;
A steering control device for a vehicle, further comprising an urging means for urging the valve body and the valve shaft in a radial direction to press the valve body and the valve shaft against each other. 2. The spring member according to claim 1, wherein the biasing means is formed in a ring shape and has a claw portion serving as a support portion for the valve body protrudingly formed.
The vehicle steering control device according to any one of the preceding claims. 3. The steering control device for a vehicle according to claim 1, wherein a biasing direction of the valve body and the valve shaft by the biasing unit coincides with an axis of the pin.