JPH0649460B2 - Hydraulic reaction force type power steering device - Google Patents
Hydraulic reaction force type power steering deviceInfo
- Publication number
- JPH0649460B2 JPH0649460B2 JP60041499A JP4149985A JPH0649460B2 JP H0649460 B2 JPH0649460 B2 JP H0649460B2 JP 60041499 A JP60041499 A JP 60041499A JP 4149985 A JP4149985 A JP 4149985A JP H0649460 B2 JPH0649460 B2 JP H0649460B2
- Authority
- JP
- Japan
- Prior art keywords
- input shaft
- reaction force
- valve
- groove
- shaft
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Steering Mechanism (AREA)
Description
【発明の詳細な説明】 （技術分野） 本願発明は、エンジン駆動によるポンプからの圧油を車
速により制御しこの圧油を油圧反力室に供給することに
より、操舵時の抵抗を車速に応じ変化させるパワーステ
アリング装置の油圧反力装置においてバルブ中立位置と
油圧反力部の反力の中立位置（バルブの相対変位に対し
て油圧反力の作用しない位置）とを一致させるセンター
リング機構を有する油圧反力装置に関するものである。Description: TECHNICAL FIELD The present invention controls pressure oil from a pump driven by an engine at a vehicle speed and supplies the pressure oil to a hydraulic reaction chamber so that steering resistance can be adjusted according to the vehicle speed. The hydraulic reaction device of the power steering device to be changed has a centering mechanism for matching the neutral position of the valve and the neutral position of the reaction force of the hydraulic reaction portion (the position where the hydraulic reaction force does not act on the relative displacement of the valve). The present invention relates to a hydraulic reaction force device.
（従来技術） 一般に、パワーステアリング装置の油圧補助装置に用い
られているロータリーバルブにおいて、バルブの中立位
置は第７図、第８図に示す如く、バルブボデイ５１の８
ケ所の溝５１Ａの芯Ｘ−Ｘと入力軸５２の８ケ所の溝５
２Ａ間凸部の芯Ｙ−Ｙを合致させること、即ち、８ケ月
の各溝５１Ａと各溝５２Ａ間の絞りａ，ａ′をａ＝ａ′
とすることが望ましいが、１つの溝５１Ａでａ＝ａ′と
することが出来ても８ケ所全ての溝で芯を合致させるこ
とは機械加工精度上極めて困難であり、バルブボデイ５
１と入力軸５２の総合した累積誤差は第９図の様に偏っ
た状態になる。第９図は第７図においてバルブがＫ点か
らＪ点、さらにＫ点へと回転したときの各溝５１Ａと５
２Ａの加工累積誤差を表したグラフである。(Prior Art) Generally, in a rotary valve used in a hydraulic auxiliary device of a power steering device, the neutral position of the valve is 8 in the valve body 51 as shown in FIGS.
Core XX of groove 51A at 8 places and groove 5 at 8 places of input shaft 52
Matching the core Y-Y of the convex portion between 2A, that is, the diaphragms a and a'between each groove 51A and each groove 52A for 8 months are set to a = a '.
However, even if one groove 51A can be set to a = a ', it is extremely difficult in terms of machining accuracy to match the cores in all eight grooves.
The total accumulated error of 1 and the input shaft 52 is biased as shown in FIG. FIG. 9 shows the grooves 51A and 5 when the valve is rotated from K point to J point and then to K point in FIG.
It is a graph showing a machining cumulative error of 2A.
ところで第５図及び第６図の如く、従来のパワーステア
リング装置の油圧反力部は入力軸５２の外周縦方向にＶ
溝６０を形成し、バルブボデイ５１外周より該Ｖ溝６０
に向けて複数個の反力室５８を形成してボール５９を該
Ｖ溝６０に圧油で押圧するようになっていたが、全ての
反力部の芯をバルブの各芯と合せることは機械加工精度
及び組立て工程での調整等不可能に近く、実車に於いて
はバルブボデイ５１と入力軸５２がバルブの中立位置に
位置した場合でも、反力部の芯とバルブの芯とは第１０
図の如くには一致せず、第１１図の如くＶ溝６０の右斜
面とボール５９との間に僅かな隙間Δを生ずる。そし
てこの時、車速の増加と共に圧油がボール５９に作用す
るためボール５９は半径方向内方に押され入力軸５２を
左回転し第１０図の状態になろうとする。この時、トー
ションバー５３はバルブ中立位置からの捩りのため殆ど
第１１図の状態を保持する力が弱く、圧油の押圧力に負
けボール５９は第１０図の状態になる。By the way, as shown in FIG. 5 and FIG. 6, the hydraulic reaction portion of the conventional power steering device is V
A groove 60 is formed, and the V groove 60 is formed from the outer circumference of the valve body 51.
A plurality of reaction force chambers 58 are formed toward the V-shaped groove 60 to press the balls 59 against the V-shaped groove 60 with pressure oil. However, it is not possible to align the cores of all the reaction force portions with the respective cores of the valve. The machining accuracy and the adjustment in the assembly process are almost impossible, and even in the actual vehicle, even when the valve body 51 and the input shaft 52 are located at the neutral position of the valve, the core of the reaction force portion and the core of the valve are the tenth.
As shown in FIG. 11, they do not coincide with each other, and as shown in FIG. 11, a slight gap Δ is formed between the right slope of the V groove 60 and the ball 59. At this time, as the vehicle speed increases, the pressure oil acts on the balls 59, so that the balls 59 are pushed inward in the radial direction and the input shaft 52 is rotated counterclockwise to the state shown in FIG. At this time, since the torsion bar 53 is twisted from the valve neutral position, the force for holding the state of FIG. 11 is weak, and the ball 59 loses the pressing force of the pressure oil to the state of FIG.
即ち、バルブは相対変位を発生し第１２図のように、Ｏ
→Ｏ′へバルブの中立位置（最低回路圧）が右へズレ元
のバルブ中立位置に於いてはＰ′の圧力差を生じる。こ
のＰ′はパワーステアリング装置の油圧補助用の左右シ
リンダーＣＹＬ１，ＣＹＬ２の差圧として発生し、シリ
ンダーを作動させ、操向輪を左へ回し斜め走行の危険を
生じさせ常に運転者は操向輪を直進状態に保つために、
ハンドルを直進状態に保たなければ、ハンドルは油圧反
力部のＶ溝の作用を受け、常に斜め走行状態になろうと
する危険を生ずるという問題点があった。That is, the valve causes relative displacement, and as shown in FIG.
→ O 'When the neutral position of the valve (minimum circuit pressure) shifts to the right, there is a pressure difference of P'at the neutral position of the valve. This P'is generated as a differential pressure between the left and right cylinders CYL1 and CYL2 for hydraulic assistance of the power steering device, actuates the cylinders, turns the steering wheel to the left, and causes a danger of diagonal running, and the driver always operates the steering wheel. To keep the vehicle straight
If the steering wheel is not kept straight, the steering wheel is subject to the action of the V groove of the hydraulic reaction force portion, and there is a risk that the steering wheel will always be in an oblique traveling state.
また、油圧反力部がバルブボデイ５１と入力軸５２間に
設けられているため、油圧反力がバルブボデイ５１と出
力軸であるピニオン５４とを連結するドライブピン５５
に直接作用する。このためピン５５の破損、摩耗が生じ
易く、バルブ機能の低下を招く欠点がある。Further, since the hydraulic reaction force portion is provided between the valve body 51 and the input shaft 52, the hydraulic reaction force drives the drive pin 55 that connects the valve body 51 and the pinion 54 that is the output shaft.
Act directly on. For this reason, the pin 55 is apt to be damaged or worn, resulting in a decrease in valve function.
（目 的） 本願発明は、バルブの加工精度及び組立て調整に関係な
くバルブの中立位置で油圧反力部の中立位置を容易にセ
ンターリング及び保持させ直進走行時に斜め走行の危険
を生ずるという欠点を確実に防止することを目的として
いる。(Objective) The present invention has a drawback in that the neutral position of the hydraulic reaction portion is easily centered and held at the neutral position of the valve regardless of the machining accuracy and assembly adjustment of the valve, which may cause a risk of diagonal traveling during straight traveling. The purpose is to ensure prevention.
本願発明の他の目的は、油圧反力部をピニオン軸頭部と
入力軸間に設け、油圧反力がピニオンとバルブボデイの
連結部に作用しないようにしてバルブの機能低下を防止
することにある。Another object of the present invention is to provide a hydraulic reaction force portion between the pinion shaft head and the input shaft so that the hydraulic reaction force does not act on the connecting portion between the pinion and the valve body to prevent deterioration of the function of the valve. .
（構 成） 本願発明は上記目的を達成するため、ハウジングと、ハ
ウジング内に配置された出力軸と、ハウジング内に出力
軸と同一軸線上に配置された入力軸と、出力軸と入力軸
との間に設けられたトーションバーと、出力軸とドライ
ブピンで回転方向に一体化されると共に、入力軸を内嵌
するバルブボデイと、入力軸の周りに設けられ、かつト
ーションバーの捩れに応じて油圧ポンプからパワーシリ
ンダに送られる圧油の量を、バルブボデイとの間で制御
するコントロールバルブと、出力軸軸頭部外周に設けら
れた外周溝より軸直角方向に形成された圧油室に摺動自
在に嵌め入れられたプランジャーとを備えており、車速
に応じた油圧によってプランジャー先端の球状頭部が、
入力軸外周で軸方向にのびる凹溝に押し付けられて反力
が得られるようになされている油圧反力式パワーステア
リング装置に於て、前記凹溝はバルブ軸芯と同芯の円弧
面又は該円弧面の接線を含む平面状の底部と、その両側
にあって周方向に向かって中心から離れる向きに傾斜す
る側面とを有し、トーションバーの非捩れ位置におい
て、前記プランジャーの球状頭部が前記入力軸の凹溝底
部に当接したとき、球状頭部と凹溝両側面との間に周方
向に対し隙間を有することを特徴とする油圧反力式パワ
ーステアリング装置に関するものである。(Structure) In order to achieve the above object, the present invention includes a housing, an output shaft arranged in the housing, an input shaft arranged in the housing on the same axis as the output shaft, an output shaft and an input shaft. A torsion bar provided between the output shaft and a drive pin, which is integrated in the rotational direction, and a valve body into which the input shaft is fitted, and a torsion bar provided around the input shaft and depending on the torsion of the torsion bar. A control valve that controls the amount of pressure oil sent from the hydraulic pump to the power cylinder with the valve body and a pressure oil chamber that is formed in the direction perpendicular to the shaft from the outer peripheral groove provided on the outer periphery of the output shaft shaft head. It is equipped with a plunger that is movably inserted, and the spherical head at the tip of the plunger is moved by hydraulic pressure according to the vehicle speed.
In a hydraulic reaction force type power steering device in which a reaction force is obtained by being pressed against a groove extending in the axial direction on the outer circumference of the input shaft, the groove is an arc surface concentric with the valve shaft core or the same. A spherical bottom of the plunger at a non-twisted position of the torsion bar, which has a flat bottom including a tangent to the arcuate surface and side surfaces on both sides thereof that are inclined in a direction away from the center in the circumferential direction. Relates to a hydraulic reaction force type power steering device having a circumferential gap between the spherical head portion and both side surfaces of the concave groove when abutting against the bottom of the concave groove of the input shaft.
以下、実施例に基づいて具体的に説明する。Hereinafter, a specific description will be given based on examples.
入力軸１と、ラック２と噛合っている出力軸であるピニ
オン３とをトーションバー４で各々の端部において固定
一体化し、ピニオン３の大端部にはドライブピン５を圧
入固定し、ロータリーバルブの外側部材であるバルブボ
デイ６に形成した溝７にドライブピン５を係合しピニオ
ン３とバルブボデイ６を一体化している。バルブボデイ
５６の内側は入力軸１の外径部と僅かな隙間で嵌合し、
公知のロータリーバルブを形成しており、トーションバ
ー４の捩り作用により入力軸１とピニオン３との間で相
対角変位を生じさせ、バルブを作動させてエンジンの回
転で駆動されるポンプ２４からの圧油を油路２９を通じ
てインポート８からバルブへ供給し、右シリンダーポー
ト１０、左シリンダーポート１１へ選択的に供給、油圧
補助を行うようになっている。このようなパワーステア
リング装置は周知である。The input shaft 1 and the pinion 3, which is an output shaft meshing with the rack 2, are fixed and integrated at each end by a torsion bar 4, and a drive pin 5 is press-fitted and fixed to the large end of the pinion 3 to form a rotary. A drive pin 5 is engaged with a groove 7 formed in a valve body 6 which is an outer member of the valve to integrate the pinion 3 and the valve body 6. The inside of the valve body 56 is fitted with the outer diameter portion of the input shaft 1 with a slight gap,
A known rotary valve is formed, and a relative angular displacement is generated between the input shaft 1 and the pinion 3 by the torsional action of the torsion bar 4, and the valve 24 is operated to rotate the engine. Pressure oil is supplied from the import 8 to the valve through the oil passage 29, and is selectively supplied to the right cylinder port 10 and the left cylinder port 11 to assist hydraulic pressure. Such a power steering device is well known.
一方、ピニオン軸３の頭部の外周には周溝３２が設けら
れ、その周溝３２の円周４個所に軸直角方向に穴１５が
設けられ、該各穴１５には各々プランジャー１６が僅か
な隙間で摺動可能に嵌合されており、さらに周溝３２に
は割り目をもつ環体３１が嵌められてプランジャー１６
の半径方向外方へ移動を規制している。ピニオン軸３の
頭部外周とハウジング３２′の内壁との間に、周溝３２
の両側に設けられたシールリング１２，１３により密封
された圧油室１４が形成されている。前記プランジャー
１６は圧油室１４の圧油を受けて半径方向内側へ摺動出
来る様になっている。On the other hand, a peripheral groove 32 is provided on the outer periphery of the head of the pinion shaft 3, and holes 15 are provided at four positions on the circumference of the peripheral groove 32 in a direction perpendicular to the axis. Plungers 16 are provided in the respective holes 15. It is slidably fitted with a slight clearance, and the annular groove 31 having a split is fitted in the circumferential groove 32, so that the plunger 16
The movement is restricted outward in the radial direction. A circumferential groove 32 is provided between the outer circumference of the head of the pinion shaft 3 and the inner wall of the housing 32 '.
A pressure oil chamber 14 sealed by seal rings 12 and 13 provided on both sides of the pressure oil chamber 14 is formed. The plunger 16 receives the pressure oil in the pressure oil chamber 14 and can slide inward in the radial direction.
プランジャー１６の先端は球状頭部１７を有し、入力軸
１の一端外周軸方向には前記球状頭部１７に対応して凹
溝１８が形成されている。該凹溝１８の底部１８ａはバ
ルブ中心より半径Ｒの円弧面とし、両側面１８ａ，１８
ｃと球状頭部１７との間にはバルブ中立位置と反力部中
立位置（バルブの相対変位に対して油圧反力の作用しな
い位置をいう）の機械加工精度上考えられるズレ量に相
当した隙間Ｓ１，Ｓ２を形成してある。The tip end of the plunger 16 has a spherical head portion 17, and a groove 18 is formed in the axial direction at one end of the input shaft 1 so as to correspond to the spherical head portion 17. The bottom portion 18a of the groove 18 is an arcuate surface having a radius R from the center of the valve.
The distance between c and the spherical head portion 17 corresponds to the amount of deviation considered in terms of machining accuracy between the valve neutral position and the reaction force neutral position (which means the position where the hydraulic reaction force does not act on the relative displacement of the valve). The gaps S 1 and S 2 are formed.
また、圧油室１４には第１導管２９から分岐した第２導
管３０を連通し、さらに第２導管３０に、車速センサー
２３から入力されるソレノイドを含む電子制御部２２に
よって開度を制御される油圧反力制御バルブ２１を設け
ている。これにより圧油室１４へは車速により制御され
た圧油がＩＮポート１９を通じて供給される。A second conduit 30 branched from the first conduit 29 is communicated with the pressure oil chamber 14, and the second conduit 30 is controlled in opening degree by an electronic control unit 22 including a solenoid input from a vehicle speed sensor 23. A hydraulic reaction force control valve 21 is provided. As a result, the pressure oil controlled by the vehicle speed is supplied to the pressure oil chamber 14 through the IN port 19.
今、第１図にて右操舵した時、入力軸１の回転に対しピ
ニオン３は操舵輪の換向抵抗により動かないラック２と
噛合っている為に容易に回転しない。そのため、トーシ
ョンバー４に捩り変位を生じて入力軸１とバルブボデイ
６との間に変位が発生し、ポンプ２４からの圧油が１Ｎ
ポート８→シリンダーポート１０→動力補助モータ２５
の右シリンダー２６へ供給され、油圧補助される。When the steering wheel is steered to the right in FIG. 1, the pinion 3 does not rotate easily because the pinion 3 meshes with the stationary rack 2 due to the turning resistance of the steering wheels. Therefore, the torsion bar 4 is twisted and displaced between the input shaft 1 and the valve body 6, and the pressure oil from the pump 24 is 1N.
Port 8 → Cylinder port 10 → Power auxiliary motor 25
Is supplied to the right cylinder 26 and is hydraulically assisted.
一方、動力補助モータ２５の左シリンダー２７の戻り油
は、左シリンダー２７からシリンダーポート１１、戻り
油路２０、戻りポート９、タンク２８へと戻される。On the other hand, the return oil of the left cylinder 27 of the power auxiliary motor 25 is returned from the left cylinder 27 to the cylinder port 11, the return oil passage 20, the return port 9, and the tank 28.
車の走行時、車速センサー２３から検出された車速が入
力される電子制御部２２により油圧反力制御バルブ２１
が制御されているため、圧油室１４には圧油が車速に応
じて供給され、第４図に示すように穴１５内のプランジ
ャー１６は圧油により半径方向内方に押圧され、プラン
ジャー１６の球状頭部１７が入力軸１の凹溝１８の底部
１８ａに押し付けられる。When the vehicle is traveling, the hydraulic reaction force control valve 21 is controlled by the electronic control unit 22 to which the vehicle speed detected by the vehicle speed sensor 23 is input.
The pressure oil is supplied to the pressure oil chamber 14 in accordance with the vehicle speed, and the plunger 16 in the hole 15 is pressed radially inward by the pressure oil as shown in FIG. The spherical head portion 17 of the jar 16 is pressed against the bottom portion 18a of the concave groove 18 of the input shaft 1.
第１６図は、本発願明におけるパワーステアリング装置
の他の実施例であり、第１図の実施例では、エンジンに
より駆動されるポンプ２４からの圧油を第１導管２９か
ら分岐した第２導管３０を通じて圧油室１４に作用させ
ていたものを、前記ポンプ２４とは別にもう一つのエン
ジンにより駆動される補助ポンプ３４を設けて、該ポン
プ３４からの圧油を導管３３を通じ圧油１４に作用させ
るようにしたものである。FIG. 16 shows another embodiment of the power steering device according to the present application. In the embodiment of FIG. 1, the second conduit obtained by branching the pressure oil from the pump 24 driven by the engine from the first conduit 29 is shown. What was made to act on the pressure oil chamber 14 through 30 is provided with an auxiliary pump 34 which is driven by another engine in addition to the pump 24, and the pressure oil from the pump 34 is supplied to the pressure oil 14 through the conduit 33. It is designed to work.
なお、前記ポンプ２４及び補助ポンプ３４は別個に２つ
用いるようにしても良く、また２つのポンプが１つのポ
ンプケース内にユニット化されたいわゆる２連ポンプを
用いるようにすれば良い。The two pumps 24 and the auxiliary pumps 34 may be separately used, or a so-called dual pump in which the two pumps are unitized in one pump case may be used.
この実施例によれば、圧油室１４に導かれる圧油は第１
導管２９内に発生する圧力の影響を受けず、該圧力とは
無関係に制御することができるので、反力制御するため
の油圧反力制御バルブ２１及び電子制御部２２の機構を
簡素化できる。According to this embodiment, the pressure oil introduced into the pressure oil chamber 14 is the first
Since the pressure generated in the conduit 29 is not affected and the pressure can be controlled independently of the pressure, the mechanism of the hydraulic reaction force control valve 21 and the electronic control unit 22 for controlling the reaction force can be simplified.
なお、その他の構成については、第１図の実施例の構造
と同一であり、同一の部分には同一の符号を付してあ
る。The rest of the structure is the same as the structure of the embodiment of FIG. 1, and the same parts are designated by the same reference numerals.
次に本願発明の作用について説明する。バルブ中立位置
と油圧反力部中立位置がバルブの回転方向にズレを生じ
た状態で、反力室１４に圧油が作用しても入力軸１とピ
ニオン３と一体のバルブボデイ６は隙間Ｓ１，Ｓ２の範
囲内で遊びを生じているためバルブの相対変位は起らな
い。したがった、左右シリンダー２６，２７に差圧が生
じないので、車が斜め走行する危険は全くない。Next, the operation of the present invention will be described. When the neutral position of the valve and the neutral position of the hydraulic reaction force portion are deviated in the rotational direction of the valve, even if pressure oil acts on the reaction force chamber 14, the valve body 6 integrated with the input shaft 1 and the pinion 3 has a gap S 1 , S 2 causes play, so relative displacement of the valve does not occur. Therefore, since no differential pressure is generated between the left and right cylinders 26, 27, there is no danger of the vehicle traveling diagonally.
バルブ及び油圧反力部のそれぞれの中立位置間にズレが
発生しても、バルブの相対変位を起させないためには、
上述の隙間Ｓ１，Ｓ２を設けることに加えて凹溝１８の
底面形状を考慮する必要がある。Even if a deviation occurs between the neutral positions of the valve and the hydraulic reaction force part, in order to prevent relative displacement of the valve,
In addition to providing the above-mentioned gaps S 1 and S 2 , it is necessary to consider the bottom surface shape of the concave groove 18.
望ましい凹溝１８の底面形状は、例えば第３図のように
バルブ軸芯と同芯の円弧面１８ａであるか、あるいは凹
溝の加工の容易さ、加工精度維持のため第４図の如く円
弧面の接線を含む平面１８ａ′としてもよい。The desirable bottom shape of the groove 18 is, for example, an arc surface 18a concentric with the valve shaft core as shown in FIG. 3, or an arc surface as shown in FIG. 4 for facilitating machining of the groove and maintaining machining accuracy. It may be a flat surface 18a 'including a tangent to the surface.
第１３図のＯＣは通常のパワーステアリング特性（トー
ションバーのみ）でトーションバーの捩りに比例して一
次的に入力トルクとバルブの相対変位量との関係が表示
される。OC in FIG. 13 is a normal power steering characteristic (only the torsion bar), in which the relationship between the input torque and the relative displacement of the valve is displayed in proportion to the torsion of the torsion bar.
ＯＢＥは第５図及び第６図の従来装置で、ＯＢ間は油圧
反力により完全にバルブ相対運動がロックされるためバ
ルブ変位として表われない。ＢＥ間は油圧反力のロック
の力より入力トルクが大になった時からバルブ相対運動
が開始される。The OBE is the conventional device shown in FIGS. 5 and 6, and is not represented as a valve displacement because the valve relative motion is completely locked by the hydraulic reaction force between the OBs. Between BE, the valve relative movement is started when the input torque becomes larger than the locking force of the hydraulic reaction force.
これに反し、本願発明のＯＡＤのＯＡ間は第３図の隙間
Ｓ１，Ｓ２の分に相当する油圧反力が作用しない範囲で
通常のトーションバーのみの作用となる。ＡＤ間はプラ
ンジャー１６の球状頭部１７が入力軸１の凹溝１８の底
面１８ａと側面１８ｃに同時に接触した時から油圧反力
が作用し一次的に表われる。On the contrary, between the OAs of the OAD according to the present invention, only the normal torsion bar acts as long as the hydraulic reaction force corresponding to the gaps S 1 and S 2 in FIG. 3 does not act. During AD, the hydraulic reaction force acts primarily when the spherical head portion 17 of the plunger 16 comes into contact with the bottom surface 18a and the side surface 18c of the concave groove 18 of the input shaft 1 at the same time.
第１４図は本願発明のバルブの中立位置と油圧反力の中
立位置がほぼ一致して、しかも油圧反力の作用しない範
囲が明確に出ている。FIG. 14 clearly shows a range in which the neutral position of the valve of the present invention and the neutral position of the hydraulic reaction force substantially coincide with each other and the hydraulic reaction force does not act.
即ち、Ｃはトーションバーのみが作用した時の捩れ角と
入力トルクとの関係を示す。Ｂはバルブの入力軸捩れ角
と油圧との関係でほぼ左右対称である。特性線Ａは本願
発明における入力軸捩れ角−入力トルク特性を示したも
のである。That is, C indicates the relationship between the twist angle and the input torque when only the torsion bar acts. B is substantially symmetrical with respect to the relationship between the input shaft twist angle of the valve and the hydraulic pressure. Characteristic line A represents the input shaft twist angle-input torque characteristic in the present invention.
１） Ａ０−Ａ１の範囲はプランジャー１６の球状頭部
１７が入力軸１の凹溝１８の底面１８ａ上を移動すると
きの特性を表わす。1) The range of A 0 -A 1 represents the characteristics when the spherical head portion 17 of the plunger 16 moves on the bottom surface 18a of the concave groove 18 of the input shaft 1.
２） Ａ１−Ａ２の範囲はプランジャー１６の球状頭部
１７が入力軸１の凹溝１８の側面１８ｂ，１８ｃに当接
したときの特性を表わす。2) The range of A 1 -A 2 represents the characteristics when the spherical head portion 17 of the plunger 16 contacts the side surfaces 18b and 18c of the concave groove 18 of the input shaft 1.
３） Ａ２−Ａ３の範囲はプランジャ１６ーの球状頭部
１７が入力軸１の凹溝１８の側面１８ｂ，１８ｃ上に乗
り上げたときの特性を表わす。3) the range of A 2 -A 3 represents characteristics when the globular head 17 of the plunger 16 over the which rides on the sides 18b, 18c of the input shaft 1 of the groove 18.
つまり、 入力軸１の凹溝１８の底面１８ａ（円弧面）を平面状底
部１８ａ′に代えても、プランジャー１６が持ち上げら
れる量はわずかであるので、Ａ０−Ａ１の特性の変化も
わずかであり（入力トルクの増加もわずかであり）全体
の特性からみれば目的を逸脱することはない。That is, instead of the bottom surface 18a of the input shaft 1 of the groove 18 (arcuate surface) in a plane bottom portion 18a ', the amount of the plunger 16 is lifted is small, even a change in properties of A 0 -A 1 It is slight (the increase in input torque is also slight), and it does not deviate from the purpose in view of the overall characteristics.
第１５図は油圧反力の作用しない範囲を極端に少なくし
た場合、バルブの中立位置と油圧反力の中立位置は第７
図と同様にほぼ一致している。そしてトーションバー特
性ＣとＳ部において勾配が極端に異なっている。しかし
トーションバー捩れ角と入力トルクとの関係を示す特性
は、油圧反力の作用をしているＲ部においてもＰ点を通
過する特性にはなっておらずある勾配でもって変化して
いる。このことは第５図及び第６図の従来装置のバルブ
のロック（Ｐ点を通過する特性）のようになっていない
ことを示している。又、トーションバー４に隙間Ｓ１，
Ｓ２分の弾性的捩れ効果を常に備えておくことができ、
常にバルブを油圧補助の働いた状態にしておける。従っ
て直進走行から操舵時に反力が滑らかに作用し、ハンド
ル操作の手応えの急変がない。FIG. 15 shows that the neutral position of the valve and the neutral position of the hydraulic reaction force are 7th when the range where the hydraulic reaction force does not act is extremely reduced.
Similar to the figure, they are almost the same. The gradients in the torsion bar characteristics C and S are extremely different. However, the characteristic indicating the relationship between the torsion angle of the torsion bar and the input torque is not the characteristic of passing through the point P even in the R portion where the hydraulic reaction force acts, and changes with a certain gradient. This indicates that the valve of the conventional device shown in FIGS. 5 and 6 is not locked (characteristic of passing through point P). In addition, the torsion bar 4 has a gap S 1 ,
It is possible to always have an elastic twisting effect of S 2 minutes,
The valve can always be kept hydraulically assisted. Therefore, the reaction force smoothly acts from straight running to steering, and there is no sudden change in the feel of the steering wheel operation.
（効 果） 本願発明は、ハウジングと、ハウジング内に配置された
出力軸と、ハウジング内に出力軸と同一軸線上に配置さ
れた入力軸と、出力軸と入力軸との間に設けられたトー
ションバーと、出力軸とドライブピンで回転方向に一体
化されると共に、入力軸を内嵌するバルブボデイと、入
力軸の周りに設けられ、かつトーションバーの捩れに応
じて油圧ポンプからパワーシリンダに送られる圧油の量
を、バルブボデイとの間で制御するコントロールバルブ
と、出力軸軸頭部外周に設けられた外周溝より軸直角方
向に形成された圧油室に摺動自在に嵌め入れられたプラ
ンジャーとを備えており、車速に応じた油圧によって、
プランジャー先端の球状頭部が、入力軸外周で軸方向に
のびる凹溝に押し付けられて反力が得られるようになさ
れている油圧反力式パワーステアリング装置に於て、前
記凹溝はバルブ軸芯と同芯の円弧面又は該円弧面の接線
を含む平面状の底部と、その両側にあって周方向に向か
って中心から離れる向きに傾斜する側面とを有し、トー
ションバーの非捩れ位置において、前記プランジャーの
球状頭部が前記入力軸の凹溝底部に当接したとき、球状
頭部と凹溝両側面との間に周方向に対し隙間を有する如
くなっているので、バルブの中立位置で油圧反力部の中
立位置を加工精度及び組立て調整に関係なく保持させ直
進走行時に斜め走行の危険を生じさせないパワーステア
リング装置に対するセンターリング機構を有する油圧反
力装置を提供するものである。(Effect) The present invention is provided between a housing, an output shaft arranged in the housing, an input shaft arranged on the same axis as the output shaft in the housing, and between the output shaft and the input shaft. The torsion bar is integrated with the output shaft and the drive pin in the rotational direction, and the valve body that fits the input shaft inside is provided around the input shaft, and the hydraulic pump changes from the power cylinder to the power cylinder according to the torsion of the torsion bar. A control valve that controls the amount of pressure oil sent between it and the valve body, and a pressure oil chamber that is formed in the direction perpendicular to the shaft through the outer peripheral groove provided on the outer periphery of the output shaft shaft head. It is equipped with a plunger, and by the hydraulic pressure according to the vehicle speed,
In a hydraulic reaction force type power steering device in which a spherical head at the tip of the plunger is pressed against a groove extending in the axial direction on the outer periphery of the input shaft to obtain a reaction force, the groove is a valve shaft. An untwisted position of the torsion bar, which has a flat bottom portion including a core and an arc surface concentric with the core or a tangent to the arc surface, and side surfaces that are inclined toward the circumferential direction away from the center on both sides thereof. When the spherical head of the plunger comes into contact with the bottom of the concave groove of the input shaft, there is a gap in the circumferential direction between the spherical head and both side surfaces of the concave groove. Provided is a hydraulic reaction force device having a centering mechanism for a power steering device which holds a neutral position of a hydraulic reaction force portion at a neutral position irrespective of processing accuracy and assembly adjustment and does not cause a risk of oblique traveling when traveling straight ahead. Than it is.
また、プランジャーが第１７図の如く、前記凹溝の底部
に当接している間は入力軸が回転しても反力は作用しな
い。つまり、入力軸が更に回転してプランジャーが第１
８図の如く、前記凹溝の側面に乗り上げるまで反力の作
用を防止できるという効果がある。Further, as shown in FIG. 17, while the plunger is in contact with the bottom of the groove, no reaction force acts even if the input shaft rotates. That is, the input shaft rotates further and the plunger moves to the first position.
As shown in FIG. 8, there is an effect that the reaction force can be prevented from acting until it rides on the side surface of the groove.
また、油圧反力部をピニオン軸頭部と入力軸間に設け、
油圧反力がピニオンとバルブボデイの連結部に作用しな
いので、ドライブピンの破損、摩耗が生じにくく、バル
ブ機能の低下を防止できる。Also, a hydraulic reaction force section is provided between the pinion shaft head and the input shaft,
Since the hydraulic reaction force does not act on the connecting portion between the pinion and the valve body, the drive pin is unlikely to be damaged or worn, and the deterioration of the valve function can be prevented.
第１図は本発明の一実施例正断面図と油路系を示す図、
第２図は第１図のＡ−Ａ側断面図、第３図は第２図の圧
油室部の拡大図、第４図は第３図の変形例、第５図は従
来装置の正断面図、第６図は第５図のＢ−Ｂ側断面図、
第７図は従来のバルブの側断面図、第８図は第７図のＳ
部の拡大図、第９図は従来のバルブの溝芯の累積誤差を
示すグラフ、第１０図は従来の油圧反力部の中立状態を
示す図、第１１図は第１０図の中立状態がズレた状態を
示す図、第１２図はバルブの相対変位による入力トルク
とシリンダへ作用する圧力を示すグラフ、第１３図は従
来装置と本発明の入力トルク−バルブ相対変位量の比較
図、第１４図は本発明の入力軸捩れ角−入力トルクの特
性を示す図、第１５図は第１４図の油圧反力の影響しな
い範囲を極端に少なくした場合の図、第１６図は本発明
の他の実施例正断面図と油路系を示す図、第１７図は入
力回転軸が反作用を生じない位置に回転している説明
図、第１８図は入力回転軸が反作用を生じる位置に回転
している説明図である。 １……入力軸、２……ラック、３……ピニオン ４……トーションバー、１４……圧油室、１６……プラ
ンジャー １７……プランジャー球状頭部、１８……入力軸凹溝 １８ａ……凹溝底面、１８ｂ，１８ｃ……凹溝両側面 Ｓ１，Ｓ２……凹溝両側面と球状頭部間の隙間FIG. 1 is a front sectional view showing an embodiment of the present invention and a diagram showing an oil passage system,
2 is a sectional view taken along the line AA of FIG. 1, FIG. 3 is an enlarged view of the pressure oil chamber portion of FIG. 2, FIG. 4 is a modification of FIG. 3, and FIG. Sectional view, FIG. 6 is a sectional view taken along the line BB of FIG. 5,
FIG. 7 is a side sectional view of a conventional valve, and FIG. 8 is S of FIG.
FIG. 9 is an enlarged view of a portion, FIG. 9 is a graph showing a cumulative error of a groove core of a conventional valve, FIG. 10 is a view showing a neutral state of a conventional hydraulic reaction force portion, and FIG. 11 is a neutral state of FIG. Fig. 12 is a diagram showing a shifted state, Fig. 12 is a graph showing the input torque and the pressure acting on the cylinder due to the relative displacement of the valve, and Fig. 13 is a comparison diagram of the input torque-valve relative displacement amount of the conventional device and the present invention, FIG. 14 is a diagram showing the characteristics of the input shaft torsion angle-input torque of the present invention, FIG. 15 is a diagram in the case where the range not affected by the hydraulic reaction force of FIG. 14 is extremely reduced, and FIG. 16 is a diagram of the present invention. Other embodiment Front sectional view and view showing oil passage system, FIG. 17 is an explanatory view in which the input rotating shaft is rotating to a position where no reaction occurs, and FIG. 18 is rotating to a position where the input rotating shaft reacts. FIG. 1 ... Input shaft, 2 ... Rack, 3 ... Pinion 4 ... Torsion bar, 14 ... Pressure oil chamber, 16 ... Plunger 17 ... Plunger spherical head, 18 ... Input shaft concave groove 18a ...... Concave groove bottom surface, 18b, 18c ...... Concave groove both side surfaces S 1 , S 2 ...... Gap between both concave groove side surfaces and spherical head
Claims (1)
出力軸と、ハウジング内に出力軸と同一軸線上に配置さ
れた入力軸と、出力軸と入力軸との間に設けられたトー
ションバーと、出力軸とドライブピンで回転方向に一体
化されると共に、入力軸を内嵌するバルブボデイと、入
力軸の周りに設けられ、かつトーションバーの捩れに応
じて油圧ポンプからパワーシリンダに送られる圧油の量
を、バルブボデイとの間で制御するコントロールバルブ
と、出力軸軸頭部外周に設けられた外周溝より軸直角方
向に形成された圧油室に摺動自在に嵌め入れられたプラ
ンジャーとを備えており、 車速に応じた油圧によって、プランジャー先端の球状頭
部が、入力軸外周で軸方向にのびる凹溝に押し付けられ
て反力が得られるようになされている油圧反力式パワー
ステアリング装置に於て、前記凹溝はバルブ軸芯と同芯
の円弧面又は該円弧面の接線を含む平面状の底部と、そ
の両側にあって周方向に向かって中心から離れる向きに
傾斜する側面とを有し、トーションバーの非捩れ位置に
おいて、前記プランジャーの球状頭部が前記入力軸の凹
溝底部に当接したとき、球状頭部と凹溝両側面との間に
周方向に対し隙間を有することを特徴とする油圧反力式
パワーステアリング装置。1. A housing, an output shaft arranged in the housing, an input shaft arranged on the same axis as the output shaft in the housing, and a torsion bar provided between the output shaft and the input shaft. , The output shaft and the drive pin are integrated in the direction of rotation, the valve body that fits the input shaft inside, and the pressure that is provided around the input shaft and is sent from the hydraulic pump to the power cylinder according to the torsion of the torsion bar A control valve that controls the amount of oil between it and the valve body, and a plunger that is slidably fitted in a pressure oil chamber that is formed in the direction perpendicular to the shaft from the outer peripheral groove provided on the outer periphery of the output shaft shaft head. With a hydraulic pressure that responds to the vehicle speed, the spherical head at the tip of the plunger is pressed against a groove that extends in the axial direction on the outer circumference of the input shaft to obtain a reaction force. In the power steering device, the concave groove is a flat bottom including an arcuate surface concentric with the valve shaft core or a tangent to the arcuate surface, and on both sides thereof in a direction away from the center in the circumferential direction. When the spherical head of the plunger comes into contact with the bottom of the groove of the input shaft at the non-twisted position of the torsion bar, there is a circumference between the spherical head and both side surfaces of the groove. A hydraulic reaction force type power steering device having a gap in a direction.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60041499A JPH0649460B2 (en) | 1985-03-01 | 1985-03-01 | Hydraulic reaction force type power steering device |
| PCT/JP1986/000105 WO1986005152A1 (en) | 1985-03-01 | 1986-02-28 | Hydraulic reaction force apparatus for vehicle speed-responsive power steering systems |
| DE3690102A DE3690102C2 (en) | 1985-03-01 | 1986-02-28 | |
| GB8625137A GB2183573B (en) | 1985-03-01 | 1986-02-28 | Hydraulic pressure reaction device in a power steering device |
| DE19863690102 DE3690102T (en) | 1985-03-01 | 1986-02-28 | |
| US06/932,734 US4796715A (en) | 1985-03-01 | 1986-02-28 | Hydraulic pressure reaction device in a power steering device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60041499A JPH0649460B2 (en) | 1985-03-01 | 1985-03-01 | Hydraulic reaction force type power steering device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61200063A JPS61200063A (en) | 1986-09-04 |
| JPH0649460B2 true JPH0649460B2 (en) | 1994-06-29 |
Family
ID=12610043
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60041499A Expired - Lifetime JPH0649460B2 (en) | 1985-03-01 | 1985-03-01 | Hydraulic reaction force type power steering device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0649460B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5190119A (en) * | 1990-04-16 | 1993-03-02 | Koyo Seiko Co., Ltd. | Hydraulic power steering device responsive to speed of vehicle |
| JP3130433B2 (en) * | 1993-11-24 | 2001-01-31 | 光洋精工株式会社 | Vehicle steering system |
| JP2005126057A (en) * | 2003-09-30 | 2005-05-19 | Koyo Seiko Co Ltd | Hydraulic power steering device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54104129A (en) * | 1978-02-02 | 1979-08-16 | Kayaba Ind Co Ltd | Power steering device |
| JPH0696387B2 (en) * | 1983-06-10 | 1994-11-30 | 三菱自動車工業株式会社 | Power steering device |
-
1985
- 1985-03-01 JP JP60041499A patent/JPH0649460B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61200063A (en) | 1986-09-04 |
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| EXPY | Cancellation because of completion of term |