JP3901240B2 - Steering force control device for hydraulic power steering device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a steering power control device capable of controlling a power assist amount (steering assist force) in accordance with a vehicle running state such as a vehicle speed and a steering angle in a hydraulic power steering device for reducing the steering force of the vehicle. It is about.
[0002]
[Prior art]
The steering reaction force when the automobile is stopped or running at a low speed is remarkably large due to the large frictional force between the tire and the road surface, and a hydraulic power steering device is used to reduce this.
[0003]
Normally, hydraulic pumps for hydraulic power steering devices are variable discharge pumps that increase or decrease the discharge flow rate in proportion to the number of revolutions. Therefore, the discharge flow rate increases at high speeds when the steering reaction force is relatively small. (Vehicle speed and pump speed are not necessarily proportional to the change in gear ratio, but there is a corresponding relationship), the amount of power assist increases, steering becomes possible with a small steering force, and an appropriate driving feeling is obtained. I can't get it.
[0004]
In order to solve such problems, there has been a steering force control device described in Japanese Patent Application Laid-Open No. 49-102092 (see FIGS. 23 and 24).
[0005]
In the conventional steering force control device shown in FIGS. 23 and 24, a protrusion 03 is integrally projected in the radial direction on the outer periphery of the tubular portion 02 of the input shaft 01, and the tubular body 05 integral with the valve housing 04 is: The tubular body 05 is provided with a projecting piece 06 that surrounds the outer periphery of the tubular portion 02 of the input shaft 01 and projects in the central direction so as to face the projection 03 of the tubular portion 02. A plunger hole 07 is formed at a position sandwiching the piece 06 from both sides, and a plunger 08 is slidably fitted in the plunger hole 07, and when the input shaft 01 is rotated during high speed running, the input shaft 01 When the pressure oil is supplied to the plunger hole 07 facing the rotation direction of the nozzle and the plunger 08 is caused to protrude, the input shaft 01 is prevented from rotating.
[0006]
[Problems to be solved]
In the steering force control apparatus shown in FIGS. 23 and 24, the plunger hole 07 and the plunger 08 are required, the structure becomes complicated, the number of parts increases, the cost increases, and the plunger hole 07 is increased. Since the plunger 08 is fitted, the rotation preventing force of the input shaft 01 is reduced due to the frictional force between them, and there is a disadvantage that the steering force during high-speed running cannot be increased sufficiently.
[0007]
When the rotation angle of the input shaft 01 is increased, the projection 03 of the input shaft 01 is engaged with the notch portion 09 of the cylindrical body 05, so that the maximum rotation angle of the input shaft 01 is limited and the rotation of the input shaft 01 When the angle is small or large, the rotational restraint force of the input shaft 01 changes due to the pressing force of the plunger 08 (the rotational restraint force is small when the rotational angle is small, and the rotational restraint force is large when the rotational angle is large). The required power assist amount is difficult to control.
[0008]
[Means for solving the problems and effects]
The present invention relates to an improvement in the steering force control device of a hydraulic power steering device that has overcome the above-mentioned difficulties, and pressure oil discharged from a hydraulic pump is provided to either one of both cylinder chambers of a hydraulic power cylinder via a rotary servo valve. In the hydraulic power steering apparatus, the oil in the other cylinder chamber of the hydraulic power cylinder is guided to one side and guided to the suction port of the hydraulic pump via the rotary servo valve. provided a hydraulic reaction mechanism having a right reaction force oil chamber and leftward reaction force oil chamber for applying a reaction force in the steering direction opposite to the input shaft, it is attached to the valve housing, vehicle speed, steering angle depending on the motor vehicle running condition and the like and a pressure control valve that controls the supply amount of pressurized oil to said hydraulic reaction mechanism, the Rotarisa The bovalve has the input shaft and an input shaft sleeve fitted to the outer periphery of the input shaft so as to be relatively rotatable. The input shaft sleeve includes the hydraulic power cylinder according to the rotation of the input shaft. A right cylinder passage and a left cylinder passage connected to the right cylinder chamber and the left cylinder chamber, respectively, so that pressure oil can be supplied to either the right cylinder chamber or the left cylinder chamber constituting the both cylinder chambers. The right cylinder passage and the left cylinder passage of the input shaft sleeve are connected to the right reaction oil chamber and the left reaction oil chamber of the hydraulic reaction mechanism via the hydraulic control valve. are connected, whereby said right cylinder passage and leftward hydraulic cylinder passage, the right reaction force oil chamber and the direct action of the left reaction force oil chamber of the hydraulic reaction mechanism of said input shaft sleeve And wherein the Rukoto.
[0009]
Since the present invention is configured as described above, the hydraulic control valve operates according to the vehicle running state such as the vehicle speed and the steering angle, and the hydraulic pressure directly acts on the pressure receiving surface integrated with the input shaft of the rotary servo valve. Thus, a reaction force opposite to the steering direction is applied, the amount of power assist is reduced, and an appropriate steering feeling adapted to the driving state of the automobile is obtained.
[0010]
Further, by configuring the present invention as described in claim 2, it is possible to share most of the parts used in the conventional rotary servo valve and to suppress the cost increase due to the application of the present invention to the minimum.
[0011]
Further, by configuring the present invention as described in claim 3, the axial dimension of the rotary servo is increased by the axial dimension of the pressure receiving protrusion and the cover member, and the diameter of the outer peripheral portion of the pressure receiving protrusion is increased. Therefore, the hydraulic power steering apparatus can be downsized.
[0012]
Furthermore, when the present invention is configured as described in claim 4, when the internal combustion engine rotates at a high speed, high hydraulic pressure in the hydraulic power cylinder high-pressure side oil passage correspondingly corresponds to the hydraulic reaction force mechanism. Thus, the power assist amount is greatly reduced in a high-speed traveling state with a relatively small steering reaction force, and a steering feeling suitable for the traveling vehicle speed can be obtained.
[0013]
Further, by configuring the present invention as described in claim 5, it is possible to simplify the structure of the hydraulic control valve and achieve a reduction in size and weight and cost.
[0014]
Further, by configuring the present invention as described in claim 6, a steering performance adapted to the characteristics of the automobile can be obtained.
[0015]
Furthermore, by configuring the present invention as described in claim 7, the total pressure receiving area of the pressure receiving projection piece can be expanded and an appropriate power assist amount can be ensured without increasing the outer dimensions of the pressure receiving rotor. However, it is possible to reduce the size of the rotary servo valve.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention illustrated in FIGS. 1 to 22 will be described.
In the hydraulic power steering apparatus 1, as shown in FIG. 1, a rotary servo valve 2 and a hydraulic power cylinder 3 are integrally assembled, and a piston rod 9 of the hydraulic power cylinder 3 is connected to a piston rod 9 via a tie rod 4. The front wheel 5 is connected, and as shown in FIG. 2, the hydraulic power cylinder 3 has a left cylinder chamber 11 and a right cylinder chamber 12 with pistons 10 (in FIG. ).
[0017]
A steering column shaft 7 integrated with the steering wheel 6 is connected to a stub shaft 22 which is an input shaft of the rotary servo valve 2 via a steering joint 8, and when the steering wheel 6 is rotated clockwise or counterclockwise. The stub shaft 22 is driven to rotate correspondingly, and the pressure oil is supplied to the right cylinder chamber 12 or the left cylinder chamber 11 of the hydraulic power cylinder 3 corresponding to the rotation of the stub shaft 22, and the piston The eaves 9 are driven leftward or rightward so that the front wheel 5 can be turned rightward or leftward.
[0018]
Further, as shown in FIG. 2, in the rotary servo valve 2, the valve housing 20 and the gear housing 21 are integrally coupled to each other, and the valve housing 20 has a bearing on the input end side of the valve housing 20. 26, a stub shaft 22 as an input shaft rotatably mounted via 26, a torsion bar 24 for connecting the stub shaft 22 and a pinion 23 as an output shaft so as to be relatively twistable, a valve housing 20 and a stub shaft 22 A stub shaft sleeve 25, which is an input shaft sleeve that is concentrically fitted between the stub shaft sleeve 25 and the pinion 23, and a hydraulic reaction force mechanism 50 interposed between the stub shaft sleeve 25 and the pinion 23 are provided. Is rotatably fitted to the gear housing 21 via a bearing 27, and the pinion 23 is engaged with a rack 13 integrated with the piston rod 9. Thus, the pinion 23 is rotationally driven by the rack 13 that moves integrally with the piston 10 sliding left and right.
[0019]
Furthermore, the valve housing 20 is provided with an oil supply port 28 and an oil discharge port 29 that communicate with the discharge port 15 of the hydraulic pump 14 and the suction port 16 or the reserve tank 17 of the hydraulic pump 14, respectively. A left cylinder port 30 and a right cylinder port 31 communicating with the left cylinder chamber 11 and the right cylinder chamber 12 of the cylinder 3 are formed.
[0020]
In addition, a circumferential oil groove 32 that communicates with the oil port 28 is formed on the outer peripheral surface of the stub shaft sleeve 25, and a circumferential left cylinder groove 33 that communicates with the left cylinder port 30 and the right cylinder port 31, respectively. A circumferential right cylinder groove 34 is formed on both axial sides of the circumferential oil supply groove 32.
[0021]
Further, as shown in FIG. 3, the stub shaft sleeve 25 is formed with four oil supply passages 35 oriented at the center axis and having outer ends opened in the circumferential oil supply grooves 32 at equal intervals in the circumferential direction. A left cylinder passage 36 and a right cylinder passage 37 that are respectively directed to the center line of the stub shaft sleeve 25 are formed on both sides in the circumferential direction of the oil supply passage 35, respectively. The outer ends of the cylinder passage 37 are opened in the circumferential left cylinder groove 33 and the circumferential right cylinder groove 34, respectively.
[0022]
Further, on the inner peripheral surface of the stub shaft sleeve 25, the center of the left cylinder passage 36 and the right cylinder passage 37 coincides with the groove center, and the axial groove 38 and the axial direction parallel to the axial direction of the stub shaft sleeve 25 are provided. Four grooves 39 are alternately formed, and the inner ends of the left cylinder passage 36 and the right cylinder passage 37 open to the axial grooves 38 and the axial grooves 39, respectively.
[0023]
Furthermore, on the outer peripheral surface of the stub shaft 22, an axial groove 40 and an axial groove 41 having a width equal to the width of the portion sandwiched between the axial groove 38 and the axial groove 39 of the stub shaft sleeve 25 are provided in the circumferential direction. The oil drain passage 42 is formed alternately at equal intervals and communicates with the center hole 44 of the stub shaft 22 and the axial groove 41. The center hole 44 is connected to the oil drain port 29 via another oil drain passage 43. It is communicated to.
[0024]
The hydraulic reaction force mechanism 50 interposed between the stub shaft sleeve 25 and the pinion 23 in the valve housing 20 includes a pressure receiving rotor 51, a rotor housing 56, and a cover member 66, and the pressure receiving rotor 51 Then, as shown in FIGS. 11 to 13, three pressure receiving protrusions 52 are provided in the radial direction at equal intervals in the circumferential direction of the outer peripheral surface of the pressure receiving rotor 51. A seal groove 53 oriented in the axial direction is formed on the intermediate outer peripheral surface of the mating pressure receiving protrusion 52, and a flat hole 54 is formed in the center of the pressure receiving rotor 51, and a flat portion 45 formed on the output side of the stub shaft 22. The flat hole 54 of the pressure receiving rotor 51 is fitted in a relatively non-rotatable manner, and a seal 97 is fitted in the seal groove 53, and the pressure receiving rotor 51 corresponds to the rotation of the stub shaft 22 and the stub shaft 22 And is driven to rotate together ing.
[0025]
In the rotor housing 56, as shown in FIGS. 14 to 17, three notches 57 are formed at equal intervals in the circumferential direction of the inner peripheral surface of the rotor housing 56, and A seal groove 58 is formed at the center in the circumferential direction of the notch 57, and a left radial groove 59 communicating with one side in the circumferential direction of the notch 57 is formed on the upper end surface of the rotor housing 56. A step portion 60 is formed, and a right radial groove 61 communicating with the other circumferential side of the notch 57 is formed on the lower end surface of the rotor housing 56, and a notch step portion 62 is formed on the rotor housing 56. A seal groove 63 oriented in the circumferential direction is formed at the center of the outer peripheral surface of the housing 56, and a bolt hole 64 having a large diameter and a pin hole 65 having a small diameter are provided in the portion between the three notches 57, respectively. It has been.
[0026]
Further, in the cover member 66, as shown in FIGS. 18 to 20, a cylindrical protrusion 67 that can be fitted into the notch recess 46 of the stub shaft sleeve 25 is formed on the input side, and the cylindrical protrusion An engagement notch 68 is formed in the portion 67, a seal notch step 69 is formed on the output side of the cover member 66, and a bolt hole 70 and a pin are provided at positions corresponding to the bolt hole 64 and the pin hole 65 of the rotor housing 56. A hole 71 is provided.
[0027]
Furthermore, in the pinion 23, as shown in FIGS. 9 to 10, a flange 72 is formed on the input side of the pinion 23, and the bolt hole 64, the pin hole 65 of the rotor housing 56 and the bolt hole of the cover member 66 are formed. 70, a bolt hole 73 and a pin hole 74 are formed at positions corresponding to the pin hole 71, and a deformed hole 75, a circular hole 76, and a spline hole 77 are sequentially formed from the input end of the pinion 23 toward the output side. The flat portion 45 on the output side of the stub shaft 22 is loosely fitted into the deformed hole 75, and the bush 48 is interposed between the cylindrical shaft portion 47 at the tip of the stub shaft 22 and the circular hole 76 of the pinion 23, and The spline portion 49 of the torsion bar 24 is fitted into the spline hole 77 of the pinion 23, and the stub shaft 22 and the pinion 23 can be rotated relative to each other by twisting the torsion bar 24. The flat part 45 of the stub shaft 22 And the deformed hole 75 are restricted so as not to exceed a predetermined angle.
[0028]
A pin 78 is driven into the outer peripheral portion of the cutout recess 46 on the output side of the stub shaft sleeve 25, and the pin 78 is engaged with the engagement cutout 68 of the cover member 66.
[0029]
The valve housing 20 is provided with a steering electronic control unit 80, receives a vehicle speed signal from a vehicle speed detection means (not shown), changes the linear solenoid 81 linearly according to a predetermined vehicle speed, and controls the hydraulic control valve 82. It has become.
[0030]
Further, the valve main body 83 of the hydraulic control valve 82 includes two sets of lands 84 and lands 85 in the axial direction, and the one land 84 communicates with the left cylinder passage 36 of the stub shaft sleeve 25. The oil passage 86 communicates with the left pressure oil chamber passage 88 of the hydraulic reaction force mechanism 50, and the other land 85 communicates with the right cylinder passage 37 of the stub shaft sleeve 25. 87 communicates with the right pressure oil chamber passage 89 of the hydraulic reaction force mechanism 50.
[0031]
Furthermore, the left pressure oil chamber passage 88 and the right pressure oil chamber passage 89 are connected to the left radial groove 59 and the right radial groove 61, and the left radial groove 59 and the right radial groove 61 are The left reaction force oil chamber 90 and the right reaction force oil chamber 91 are opened in the notch 57 of the rotor housing 56 and partitioned by the pressure receiving protrusions 52 of the pressure receiving rotor 51.
[0032]
In addition, a return oil passage 92 and a return passage 93 are formed in the valve housing 20 and the valve body 83, leaking around the valve body 83 of the hydraulic control valve 82, and collecting in the oil reservoir chamber 94 below the valve housing 20. The return oil returns to the reserve tank 17 via the return passage 93, the return oil passage 92, the oil discharge passage 43 and the oil discharge port 29.
[0033]
A compression coil spring 95 is disposed in the oil reservoir chamber 94. When the current of the linear solenoid 81 is large (when parking), the valve body 83 is pushed downward, and the current of the rear solenoid 81 decreases. (From low speed to high speed) The valve body 83 is lifted by the spring force of the compression coil spring 95, and the left cylinder oil passage 86 and the left pressure oil chamber passage 88 are communicated with each other. The pressure oil chamber passage 89 is communicated with the pressure oil chamber passage 89.
[0034]
Further, the flat portion 45 of the stub shaft 22 is provided with a hole 96 for returning the oil leaked in the left reaction force oil chamber 90 and the right reaction force oil chamber 91 into the center hole 44.
[0035]
An oil seal 97, an oil seal 98, and an oil seal 99 are fitted in the seal groove 53 of the pressure receiving rotor 51 and the seal groove 58 and the seal groove 63 of the rotor housing 56, respectively.
[0036]
Since the embodiment shown in FIGS. 1 to 22 is configured as described above, no steering force is applied to the steering wheel 6, the stub shaft 22 is neutral, and no external force is applied to the front wheel 5. When the rotary servo valve 2 is directed straight, the stub shaft 22 and the stub shaft sleeve 25 are set in the state shown in FIG. 21 and are discharged from the hydraulic pump 14 and supplied into the oil supply port 28. The pressurized oil flows from the circumferential oil supply groove 32 through the oil supply passage 35 into the axial groove 40 and is equally divided to the left and right to be axially grooved 38, the axial groove 39, the axial groove 41, and the drainage. The oil flows to the oil discharge port 29 through the oil passage 42 and the oil discharge passage 43 and returns to the suction port of the hydraulic pump 14 or the reserve tank 17, and the pressure oil is not supplied to either the left cylinder chamber 11 or the right cylinder chamber 12. , Front wheel 5 To hold the straight state.
[0037]
When the steering wheel 6 is turned clockwise to turn right, as shown in FIG. 22, in the rotary servo valve 2, only the stub shaft 22 is rotated clockwise, and the axial groove 40 Since the communicating portion between the axial groove 40 and the axial groove 39 is wider than the communicating portion between the axial groove 38 and the axial groove 38, the pressure oil that has passed through the oil supply passage 35 flows through the axial groove 39, the right cylinder passage 37, The flow into the right cylinder chamber 12 via the right cylinder groove 34 and the right cylinder port 31, and the piston 10 and the piston rod 9 move to the left (right in FIG. 2). Turn right and the car turns right. A description of the state of flowing into the suction port of the hydraulic pump 14 or the reserve tank 17 in the left cylinder chamber 11 is omitted.
[0038]
When the vehicle is parked, the valve body 83 of the hydraulic control valve 82 is pushed downward, the left cylinder oil passage 86 and the left pressure oil chamber passage 88 are blocked, and the right cylinder oil passage 87. And the right pressure oil chamber passage 89 are also shut off, and no pressure oil is introduced into the left reaction force oil chamber 90 and the right reaction force oil chamber 91, so that any hydraulic pressure is applied to the pressure receiving protrusion 52 of the pressure receiving rotor 51. The steering reaction force is not applied to the stub shaft 22 without acting.
[0039]
However, as the automobile moves from the low speed range to the high speed range, the valve main body 83 of the hydraulic control valve 82 is pushed upward, and the left cylinder oil passage 86 and the left pressure oil chamber passage 88 communicate with each other. Since the right cylinder oil passage 87 and the right pressure oil chamber passage 89 are also communicated with each other, when the clockwise turning force is applied to the steering wheel 6 as described above, the pressure oil flowing into the right cylinder passage 37 is applied. Is introduced into the right reaction oil chamber 91 via the right cylinder oil passage 87, the right pressure oil chamber passage 89, and the right radial groove 61, and the pressure oil pressure of the right reaction oil chamber 91 is introduced. As a result, a counterclockwise torque acts on the pressure receiving rotor 51, and a steering reaction force due to the torque is transmitted from the stub shaft 22 to the steering wheel 6 via the steering joint 8 and the steering column shaft 7, thereby reducing the amount of power assist. .
[0040]
In this case, since there are three pressure receiving protrusions 52 of the pressure receiving rotor 51, even if the pressure receiving area on the side surface of one pressure receiving protrusion 52 is small, the pressure receiving area is tripled as a whole, and the right cylinder chamber 12 or the left cylinder chamber 11 High pressure pressure oil supplied to the right reaction force oil chamber 91 or the left reaction force oil chamber 90 is introduced into the right reaction force oil chamber 91 or the left reaction force oil chamber 90, so there is no need to increase the diameter and thickness of the pressure receiving rotor 51 and the rotor housing 56. The mechanism 50 and thus the large size of the rotary servo valve 2 can be avoided, and these can be reduced in size and weight.
[0041]
Further, since the stub shaft 22, the pinion 23, the torsion bar 24 and the stub shaft sleeve 25 can be shared with those of the conventional rotary servo valve, the cost of the rotary servo valve 2 can be reduced.
[0042]
Further, since the pressure oil in the high pressure side oil passage of the hydraulic power cylinder 3 is introduced into the right hydraulic chamber passage 89 or the left reaction force oil chamber 90 of the hydraulic reaction force mechanism 50, the amount of power assist can be reduced in a high-speed running state. Therefore, it is possible to obtain a steering feeling suitable for the traveling vehicle speed.
[0043]
Furthermore, the number of the pressure receiving protrusions 52 is three. By increasing the number of the pressure receiving protrusions 52, the diameter and thickness of the pressure receiving rotor 51 and the rotor housing 56 are further reduced, and the hydraulic reaction force mechanism 50 and the rotary servo valve 2 are thereby reduced. Can be miniaturized.
[0044]
Moreover, in the embodiment, the hydraulic control valve 82 is operated according to the vehicle speed, but the hydraulic control valve 82 may be operated according to the steering angle.
[Brief description of the drawings]
FIG. 1 is a schematic perspective view of a front half of an automobile provided with a steering force control device for a hydraulic power steering device according to the present invention.
FIG. 2 is a longitudinal front view illustrating an embodiment of a steering force control apparatus for a hydraulic power steering apparatus according to the present invention.
3 is a cross-sectional view taken along line III-III in FIG.
4 is a view taken in the direction of arrows IV-IV in FIG. 2;
FIG. 5 is an exploded perspective view of a hydraulic reaction force mechanism.
FIG. 6 is a longitudinal sectional view of a stub shaft.
7 is a cross-sectional view taken along the line VII-VII in FIG. 6. FIG.
8 is a cross-sectional view taken along line VIII-VIII in FIG.
FIG. 9 is an end view of a stub shaft sleeve.
10 is a longitudinal sectional view taken along the line XX of FIG. 9. FIG.
FIG. 11 is a plan view of a pressure receiving rotor.
12 is a front view of FIG. 11. FIG.
13 is a longitudinal sectional view taken along line XIII-XIII in FIG.
FIG. 14 is a plan view of the rotor housing.
15 is a front view of FIG. 14;
16 is a longitudinal sectional view taken along line XIV-XIV in FIG.
17 is a cross-sectional view taken along line XVII-XVII in FIG.
FIG. 18 is a plan view of a cover member.
FIG. 19 is a front view of FIG. 18;
20 is a longitudinal sectional view taken along line XX-XX in FIG.
FIG. 21 is a cross-sectional view of a principal part illustrating an angular relationship between a stub shaft and a stub shaft sleeve and a pressure oil flow state in a neutral state.
FIG. 22 is a cross-sectional view of a main part illustrating the angular relationship between the stub shaft and the stub shaft sleeve and the pressure oil flow state when the steering wheel is rotated clockwise and set to the right steering state.
FIG. 23 is a longitudinal sectional view of a main part of a conventional hydraulic power steering device.
24 is a cross-sectional view taken along line XXIV-XXIV in FIG. 23. FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Hydraulic power steering apparatus, 2 ... Rotary servo valve, 3 ... Hydraulic power cylinder, 4 ... Tie rod, 5 ... Front wheel, 6 ... Steering wheel, 7 ... Steering column shaft 7, 8 ... Steering joint, 9 ... Piston rod , 10 ... Piston, 11 ... Left cylinder chamber, 12 ... Right cylinder chamber, 13 ... Rack, 14 ... Hydraulic pump, 15 ... Discharge port, 16 ... Suction port, 17 ... Reserve tank, 20 ... Valve housing, 21 ... Gear housing , 22 ... Stub shaft, 23 ... Pinion, 24 ... Torsion bar, 25 ... Stub shaft sleeve, 26, 27 ... Bearing, 28 ... Oil supply port, 29 ... Oil discharge port, 30 ... Left cylinder port, 31 ... Right cylinder Port, 32 ... Circumferential lubrication groove, 33 ... Circumferential left cylinder groove, 34 ... Circumferential right cylinder groove, 35 ... Lubrication passage, 36 ... Left cylinder passage, 37 ... Right Cylinder passage, 38 ... axial groove, 39 ... axial groove, 40 ... axial groove, 41 ... axial groove, 42 ... oil drainage passage, 43 ... oil drainage passage, 44 ... center hole, 45 ... flat portion, 46: Notch recess, 47 ... Cylindrical shaft, 48 ... Bush, 49 ... Spline part, 50 ... Hydraulic reaction force mechanism, 51 ... Pressure receiving rotor, 52 ... Pressure receiving protrusion, 53 ... Seal groove, 54 ... Flat hole, 56 ... Rotor housing, 57 ... Notch, 58 ... Seal groove, 59 ... Left radial groove, 60 ... Notch step, 61 ... Right radial groove, 62 ... Notch step, 63 ... Seal groove, 64 ... bolt hole, 65 ... pin hole, 66 ... cover member, 67 ... cylindrical protrusion, 68 ... engagement notch, 69 ... seal notch step, 70 ... bolt hole, 71 ... pin hole, 72 ... butt 73 ... Bolt hole, 74 ... Pin hole, 75 ... Deformed hole, 76 ... Circular hole, 77 ... Spline hole, 78 ... Pin, 80 ... Steering electronic control device, 81 ... Linear solenoid, 82 ... Hydraulic control valve, 83 ... Valve body, 84 ... Land, 8 5 ... Land, 86 ... Left cylinder oil passage, 87 ... Right cylinder oil passage, 88 ... Left hydraulic chamber passage, 89 ... Right hydraulic chamber passage, 90 ... Left reaction force oil chamber, 91 ... Right reverse Power oil chamber, 92 ... return oil passage, 93 ... return passage, 94 ... oil reservoir, 95 ... compression coil spring, 96 ... hole, 97 ... oil seal, 98 ... oil seal, 99 ... oil seal.

Claims (7)

The pressure oil discharged from the hydraulic pump is guided to one of both cylinder chambers of the hydraulic power cylinder through the rotary servo valve, and the oil in the other cylinder chamber of the hydraulic power cylinder passes through the rotary servo valve. In the hydraulic power steering device guided to the suction port of the hydraulic pump,
A hydraulic reaction force mechanism provided in the valve housing of the rotary servo valve and having a right reaction force oil chamber and a left reaction force oil chamber for applying a reaction force opposite to the steering direction to the input shaft ;
Said is attached to the valve housing, the vehicle speed, the hydraulic pressure control valve for controlling the supply amount of pressurized oil to said hydraulic reaction mechanism in accordance with the automobile running state, such as a steering angle,
With
The rotary servo valve includes the input shaft and an input shaft sleeve that is rotatably fitted to the outer periphery of the input shaft, and the input shaft sleeve includes the input shaft according to the rotation of the input shaft. A right cylinder passage and a left cylinder connected to the right cylinder chamber and the left cylinder chamber, respectively, so that pressure oil can be supplied to either the right cylinder chamber or the left cylinder chamber constituting the both cylinder chambers of the hydraulic power cylinder. A cylinder passage is provided,
The right cylinder passage and the left cylinder passage of the input shaft sleeve are respectively connected to the right reaction force oil chamber and the left reaction force oil chamber of the hydraulic reaction force mechanism via the hydraulic control valve. Thus, the hydraulic pressure of the right cylinder passage and the left cylinder passage of the input shaft sleeve is directly applied to the right reaction force oil chamber and the left reaction force oil chamber of the hydraulic reaction force mechanism. A steering force control device for a hydraulic power steering device. The rotary servo valve, and the input shaft, an output shaft disposed coaxially with respect to the input shaft, a torsion bar relative torsional coupling the said input shaft and the output shaft, the entering force shaft 2. The steering force control apparatus for a hydraulic power steering apparatus according to claim 1, further comprising a sleeve and the valve housing that seals the input shaft and the input shaft sleeve. The hydraulic reaction force mechanism is
A pressure-receiving rotor having a pressure-receiving protrusion protruding radially on the outer periphery and integrally coupled to the input shaft;
To both circumferential end surface of the pressure-receiving protrusion of receiving pressure rotor while surrounding the receiving pressure rotor at intervals circumferentially has a recess constituting the reaction force oil chamber, it is integrally connected to said output shaft Rotor housing,
A cover member disposed on the input shaft side of the rotor housing and integrally coupled to the output shaft;
With
3. The hydraulic power steering apparatus according to claim 1, wherein an oil passage communicating the reaction force oil chamber and an outlet port of the hydraulic control valve is formed in the valve housing. Steering force control device.   4. The hydraulic system according to claim 3, wherein the hydraulic control valve connects the high pressure side oil passage of a hydraulic power cylinder and the reaction force oil chamber of the hydraulic reaction force mechanism in an intermittent manner from the rotary servo valve. Steering force control device for power steering device.   5. The steering force control device for a hydraulic power steering device according to claim 1, wherein the hydraulic control valve is variably controlled by a solenoid.   6. The steering force control apparatus for a hydraulic power steering apparatus according to claim 1, wherein the hydraulic control valve operates in accordance with one or both of a vehicle speed and a steering angle.   The steering force control device for a hydraulic power steering device according to any one of claims 3 to 6, wherein there are a plurality of pressure receiving protrusions.

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