JPH10157642A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve safety, to reduce the size of a device, and to reduce the generation of a shock exerted on a driver, in a steering device capable of bringing into an automatic steering mode and a normal steering mode. SOLUTION: Through control of an oil pressure by a first control valve 23 operable based on both of the steering force a driver and a steering force generate by a hydraulic actuator 50 for generating a steering force, a steering auxiliary force is generated by a hydraulic actuator 18 for generating a steering auxiliary force. Through hydraulic control by a second control valve 23' operated according to a control signal responding to a received external signal, a steering force is generated by the actuator 50 for generating a steering force. By regulating the feed of pressure oil to the second control valve 23' through application of a steering force by a driver, switching from an automatic steering mode to a normal steering mode is performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering device capable of automatically steering a vehicle in response to an external signal.

[0002]

2. Description of the Related Art In recent years, there has been developed a steering apparatus that generates a steering force according to an external signal by an actuator mounted on a vehicle and automatically steers the vehicle based on the steering force.

Such a steering device can be divided into a normal steering mode in which the vehicle is steered based on the steering force of a driver and an automatic steering mode in which the vehicle is steered based on the steering force generated by a hydraulic actuator. There has been proposed an actuator that generates a steering assist force in an ordinary steering mode by an actuator (Japanese Patent Laid-Open No. 7-205).
No. 824).

In this conventional steering device,
When a disconnection occurs in the automatic steering mode, it is possible to switch to the normal steering mode, and fail-safe is achieved.

[0005]

However, in the conventional steering apparatus described above, the driver cannot perform normal steering by himself / herself against automatic steering. For this reason, fail-safe measures against control system abnormalities other than disconnection and unexpected emergency situations have not been sufficient.

In the conventional configuration, a hydraulic control system for a hydraulic actuator for automatic steering and a hydraulic control system for generating a steering assist force during normal steering are provided in parallel.
Pressure oil sent from a pump is selectively supplied to each hydraulic control system by a switching valve. Therefore, it is difficult to smoothly switch the flow of the pressure oil when switching from the automatic steering mode to the normal steering mode, and a shock is given to the driver at the time of switching. Further, since the two hydraulic control systems are provided in parallel, the structure becomes complicated and the device becomes large.

An object of the present invention is to provide a steering device that can solve the above-mentioned problem.

[0008]

According to the present invention, a vehicle is steered based on a normal steering mode in which a vehicle is steered based on a driver's steering force and a steering force generated by a steering force generating hydraulic actuator in response to an external signal. The present invention is applied to a steering device that can be set to an automatic steering mode. The present invention relates to a steering device, a hydraulic actuator for generating a steering assist force, a pump for supplying hydraulic oil to the hydraulic actuator for generating a steering assist force and the hydraulic actuator for generating a steering force, a driver's steering force and a steering force. A first control valve that operates based on any of the steering forces generated by the force generating hydraulic actuator, an external signal receiving unit,
Means for outputting a control signal in accordance with the received external signal; and a second control valve controlled to operate in accordance with the control signal. The hydraulic pressure of the pressure oil supplied from the pump is controlled by the first control valve so as to generate the steering force, and supplied from the pump by the second control valve so as to generate the steering force to the steering force generating hydraulic actuator. It is possible to switch from the automatic steering mode to the normal steering mode by controlling the hydraulic pressure of the pressure oil to be supplied and restricting the supply of the pressure oil to the second control valve by applying the steering force by the driver. It is characterized by that.

According to the configuration of the present invention, the driver can perform normal steering with his / her own will against automatic steering. That is, when an abnormal situation occurs in the automatic steering mode, it is possible to switch to the normal steering mode at the discretion of the driver, and a sufficient fail-safe function can be achieved. Further, in the automatic steering mode, the first control valve may be operated by the steering force generated by the steering force generating hydraulic actuator, and the steering assist force generating hydraulic actuator may generate the steering assist force by operating the first control valve. it can. As a result, the hydraulic actuator for generating the steering force can be reduced in size, and the automatic steering mode can be realized using the mechanism of the conventional power steering device.

[0010] The second control valve is provided in an oil passage between the first control valve and the tank, and the first control valve is elastically rotatable relative to a steering torque based on a steering force. 1
A valve member and a second valve member, wherein a hydraulic pressure acting on the steering assist force generating hydraulic actuator can be controlled in accordance with the relative rotation amount thereof, and the steering force generating hydraulic actuator includes a first valve member. And a second valve member that is capable of generating a steering torque that relatively rotates the hydraulic valve acting on the steering force generating hydraulic actuator so as to generate a steering force in the automatic steering mode. Preferably.

Thus, the hydraulic control system for automatic steering can be disposed downstream of the hydraulic control system for normal steering, so that the flow of the hydraulic oil is smoothly switched when switching from the automatic steering mode to the normal steering mode. It is possible to prevent the driver from being shocked at the time of the switching.

Further, the first valve member is formed in a cylindrical shape, and a second valve member is inserted into the first valve member so as to be relatively rotatable coaxially, and an inner periphery of the first valve member and a second valve member are provided. A concave portion along the axial direction is formed at an outer periphery of the concave portion at an interval in the circumferential direction, and a gap between an axial edge of the first valve member-side concave portion and an axial edge of the second valve member-side concave portion is formed. A throttle section provided in an oil passage between the steering assist force generating hydraulic actuator and the pump, and a steering assist force generating hydraulic actuator corresponding to a change in the opening degree of the throttle section due to a relative rotation of the two valve members. The hydraulic actuator for generating steering force is provided with a right steering oil chamber and a left steering oil chamber provided in a member that rotates together with one of the first valve member and the second valve member. Oil chamber for steering and each oil And a pressure receiving portion that rotates together with the other of the first valve member and the second valve member. The right control oil chamber and the left steering oil chamber are controlled by the second control valve. The hydraulic pressure acting on the oil chamber allows the pressing member to be pressed against the pressure receiving portion, thereby generating a torque for rotating the two valve members relative to each other. It is preferred that

Thus, the hydraulic actuator for generating the steering force for the automatic steering mode can be made compact in the transmission system of the steering force.

[0014]

Embodiments of the present invention will be described below with reference to the drawings.

A rack and pinion type steering apparatus 1 shown in FIG. 1 includes an input shaft 2 connected to a steering wheel (not shown), and an output shaft 4 connected to the input shaft 2 via a torsion bar 3. I have. The torsion bar 3 is connected to the input shaft 2 via a pin 5 and to the output shaft 4 via a serration 6. A pinion 7 is formed on the output shaft 4, and steering wheels (not shown) are connected to each end of the rack 8 that meshes with the pinion 7. The input shaft 2 is connected via a bearing 9 to a valve housing 10a.
And the output shaft 4 via the bush 11
It is supported by. Its output shaft 4 is the bearing 1
It is supported by the rack housing 10b via 2 and 13.

In a normal steering mode in which the driver operates the steering wheel and steers the vehicle based on the driver's steering force, the input shaft 2 is rotated by the steering torque based on the driver's steering force. In an automatic steering mode described later, the input shaft 2 is rotated by a steering torque based on a steering force generated by a steering force generation mechanism 50 described later.

The rotation of the input shaft 2 is transmitted to the pinion 7 via the torsion bar 3, and the rotation of the pinion 7 causes the rack 8 to move in the axial direction. The wheels are steered by the movement of the rack 8. Note that oil seals 14, 15 are provided between the input / output shafts 2, 4 and the valve housing 10a. Further, a support yoke 16 for supporting the rack 8 is provided, and the support yoke 16 is pressed against the rack 8 by the elastic force of a spring 17.

A hydraulic cylinder 18 is provided as a hydraulic actuator for generating a steering assist force. The hydraulic cylinder 18 includes a cylinder tube constituted by a rack housing 10 b and a piston 2 integrated with the rack 8.
0, and a first oil chamber 21 and a second oil chamber 22 partitioned by the piston 20.

Each of the oil chambers 21 and 22 is connected to a rotary hydraulic first control valve 23 that operates based on a steering force. The first control valve 23 controls the hydraulic pressure supplied from a pump 37, The hydraulic cylinder 18 generates a steering assist force.

That is, the first control valve 23 includes a cylindrical first valve member 24 and a second valve member 25 which is coaxially rotatably inserted into the first valve member 24. . The first valve member 24 is inserted into the valve housing 10a so as to be relatively rotatable, and the output shaft 4
Is attached so as to be rotatable together with a pin via a pin (not shown). The second valve member 25 is integrally formed on the outer periphery of the input shaft 2 and rotates together with the input shaft 2. Thereby, the first valve member 24 and the second valve member 25 are elastically rotated relative to each other by the torsion bar 3 being twisted according to the steering torque based on the steering force, and the hydraulic pressure is adjusted according to the relative rotation amount. The hydraulic pressure acting on the cylinder 18 is controlled. The steering force may be generated by a driver.
May be generated.

That is, as shown in FIG. 2, a plurality of recesses along the axial direction are formed on the inner periphery of the first valve member 24 and the outer periphery of the second valve member 25 at equal intervals in the circumferential direction. The first valve member-side concave portion includes a right steering concave portion 27 and a left steering concave portion 28 which are located at equal intervals in the circumferential direction. The second valve member side recess is composed of a pressure oil supply recess 29 and a pressure oil discharge recess 30 which are located at equal intervals in the circumferential direction. Each right steering recess 27 and each left steering recess 28 are alternately arranged in the circumferential direction, and each pressure oil supply recess 29 and each pressure oil discharge recess 30 are alternately arranged in the circumferential direction.

Each right steering recess 27 is provided with a first valve member 2.
4 and the first flow passage 31 formed in the valve housing 1
0a from the first port 32 formed in the hydraulic cylinder 1
8 to the first oil chamber 21.

Each left steering recess 28 is provided with a first valve member 2.
2 and the second flow path 33 formed in the valve housing 1
0a from the second port 34 formed in the hydraulic cylinder 1
8 to the second oil chamber 22.

Each of the recesses 29 for supplying pressure oil is provided with a third passage 35 formed in the first valve member 24 and the valve housing 1.
It communicates with a pump 37 via an inlet port 36 formed at 0a.

Each of the recesses 30 for discharging pressure oil is formed in a first discharge passage 38 formed in the second valve member 25, a passage 47 between the input shaft 2 and the inner and outer circumferences of the torsion bar 3, and the input shaft 2 shown in FIG. It communicates with the tank 41 via the formed second discharge path 39 and a second control valve 23 'described later.

As a result, the oil chambers 21 and 22 of the hydraulic cylinder 18 and the pump 37 are connected via the inter-valve oil passage 42 formed between the inner and outer circumferences of the first valve member 24 and the second valve member 25. Connected. In the inter-valve oil passage 42, between the first valve member-side concave portion and the second valve member-side concave portion, there are throttle portions A, B, C, and D whose opening degree changes due to the relative rotation of the two valve members 24 and 25. Is done. Each of the apertures A, B, C,
As the opening of D changes in accordance with the steering torque, the hydraulic pressure acting on the hydraulic cylinder 18 is controlled.

FIG. 2 shows the relative positions of the two valve members 24 and 25 at the straight steering position where steering is not performed. In this state, each pressure oil supply recess 29 and each pressure oil discharge recess 29 are shown. The apertures of the throttle portions A, B, C, and D between 30 and 30 are constant.

When the vehicle is steered to the right from the straight steering position, each right steering recess 27 and each hydraulic oil supply are provided in accordance with the relative rotation of the two valve members 24 and 25 due to the torsion of the torsion bar 3 according to the steering torque. The opening degree of the throttle portion A between the concave portion 29 and the opening degree of the throttle portion B between each left steering concave portion 28 and each pressure oil discharging concave portion 30 are increased, and each left steering concave portion 28 is formed.
The opening degree of the throttle portion C between the pressure oil supply concave portion 29 and the throttle portion D between the right steering concave portion 27 and the pressure oil discharge concave portion 30 becomes smaller. Thereby, pressure oil according to the steering torque is supplied from the pump 37 to the first oil chamber 21,
Oil is recirculated from the second oil chamber 22 to the tank 41, and a steering assisting force to the right of the vehicle acts on the rack 8.

When the vehicle is steered to the left from the straight steering position, the opening of each of the throttle portions A, B, C, and D changes in reverse to the case where the vehicle is steered to the right, so that the steering assist force of the vehicle to the left is reduced. Acts on the rack 8.

As shown in FIGS. 1, 3, and 5, a steering force generation mechanism 50 is provided as a steering force generation hydraulic actuator. The steering force generating mechanism 50 includes a pair of right steering oil chambers 51 and a pair of left steering oil chambers 52 provided on the output shaft 4 that rotates together with the first valve member 24.
And a pressing member 53 inserted into each of the oil chambers 51 and 52, and furthermore, a ring fitted to the input shaft 2 that rotates together with the second valve member 25 so as to rotate together with the input shaft 2 via a pin 54. 55. The ring 55
A pair of pressure receiving portions 56 protruding outward in the radial direction are integrally provided. The respective oil chambers 51 and 52 are arranged in parallel along the circumferential direction of the output shaft 4, and the respective left steering oil chambers 52 are disposed between the respective right steering oil chambers 51 and inserted into the right steering oil chamber 51. Each pressure receiving portion 56 is arranged between the pressing member 53 and the pressing member 53 inserted into the left steering oil chamber 52.

Each of the oil chambers 51 and 52 is connected to a rotary hydraulic second control valve 23 '. The second control valve 2
Reference numeral 3 'controls the hydraulic pressure acting on the steering force generating mechanism 50, has the same configuration as the first control valve 23, and is provided between the first control valve 23 and the tank 41. 1 and 4
As shown in FIG. 2, the second control valve 23 'includes a cylindrical first auxiliary valve member 24' and a first auxiliary valve member 24 '.
Auxiliary valve member 25 'inserted to be rotatable relative to
And The first auxiliary valve member 24 'is inserted and fixed in an auxiliary valve housing 10a' formed integrally with the valve housing 10a. The second auxiliary valve member 25 'is provided with a stepping motor 60.
Output shaft. The motor 60 is connected to the control device 61.

A plurality of recesses along the axial direction are formed at equal intervals in the circumferential direction on the inner periphery of the first auxiliary valve member 24 'and the outer periphery of the second auxiliary valve member 25'. The first auxiliary valve member-side concave portion is constituted by a right steering concave portion 27 'and a left steering concave portion 28' located at equal intervals in the circumferential direction.
The concave portion on the second auxiliary valve member side is provided with a concave portion 29 ′ for supplying pressure oil and a concave portion 3
0 '. Each right steering recess 27 ′ and each left steering recess 28 ′ are alternately arranged in the circumferential direction, and each pressure oil supply recess 29 ′ and each pressure oil discharge recess 30 ′ are alternately arranged in the circumferential direction. Have been.

Each of the right steering recesses 27 'is formed in a flow path 31' formed in the first auxiliary valve member 24 ', an oil passage 70 formed in the auxiliary valve housing 10a', and an outer periphery of the output shaft 4. Through the oil passage 72 formed in the port 71 and the output shaft 4, it communicates with the right steering oil chamber 51 of the steering force generation mechanism 50.

Each of the left steering recesses 28 has a passage 33 ′ formed in the first auxiliary valve member 24 ′, an oil passage 73 formed in the auxiliary valve housing 10 a ′, and a port formed on the outer periphery of the output shaft 4. 74, the steering force generating mechanism 5
0 to the left steering oil chamber 52.

Each pressure oil supply recess 29 'is connected to a first control valve 2 through a flow path 35' formed in the first auxiliary valve member 24 'and a flow path 75 formed in the auxiliary valve housing 10a'.
3 and a pump 37 through the first control valve 23.

Each of the recesses 30 'for discharging pressure oil is formed in a discharge passage 38' formed in the second auxiliary valve member 25, an oil passage 47 'on the inner periphery of the second auxiliary valve member 25', and the auxiliary valve housing 10a '. The formed oil passage 76 communicates with the tank 41.

As a result, each of the oil chambers 51 of the steering force generating mechanism 50 passes through the inter-valve oil passage 42 'formed between the inner and outer circumferences of the first auxiliary valve member 24' and the second auxiliary valve member 25 '. , 52 and the pump 37 are connected. In the inter-valve oil passage 42 ', between the first auxiliary valve member-side concave portion and the second auxiliary valve member-side concave portion, the two auxiliary valve members 24', 2 '
Auxiliary throttle portion A 'whose opening changes with the relative rotation of 5',
B ', C', and D '. Each of the auxiliary diaphragm portions A ', B',
The hydraulic pressure acting on the steering force generating mechanism 50 is controlled such that the steering force in the automatic steering mode is generated by changing the opening degrees of C ′ and D ′ according to the external signal.

The control device 61 is constituted by a computer, and is connected to an external signal receiver 62 and a steering amount sensor 63. The external signal may be, for example, a vehicle guidance signal transmitted from a transmitter provided on a traveling road or a guardrail, or an alarm signal which notifies a collision danger transmitted from a transmitter provided in another vehicle. Can be. The steering amount sensor 63 detects an amount corresponding to the actual steering amount, such as the amount of movement of the rack 8 and the rotation angle of the steering wheel. When the external signal is input via the receiver 62, the control device 61 outputs a control signal for the motor 60 according to the external signal, and operates the second control valve 23 '. By being controlled in accordance with the control signal, the second control valve 23 ′ controls the hydraulic pressure of the pressure oil supplied from the pump 37, and the right steering oil chamber 51 and the left steering oil of the steering force generating mechanism 50. Alternatively, hydraulic pressure is applied to the chamber 52. This allows
While the control signal is being output by the control device 61, the automatic steering mode is set in which the vehicle is steered based on the steering force generated by the steering force generation mechanism 50 in response to the external signal. The output of the control signal by the control device 61 can be released by operating a switch (not shown), whereby the normal steering mode can be set. Further, the driver can switch from the automatic steering mode to the normal steering mode by applying a steering force as described later.

FIG. 5 shows a hydraulic circuit constructed according to the first embodiment.

FIG. 4 shows the relative positions of the two auxiliary valve members 24 'and 25' at the straight steering position where steering is not performed. In this state, each of the pressure oil supply recesses 2 is provided.
The openings of the auxiliary throttle portions A ', B', C ', and D' between 9 'and each of the pressure oil discharging recesses 30' are constant.

In the automatic steering mode, when an external signal is input to the control device 61 via the receiver 62, the control device 61 controls the actual steering amount input from the steering amount sensor 63 and the steering based on the external signal. The control signal is output to the motor 60 so that the actual steering amount becomes the steering amount based on the external signal.

When the control device 61 outputs a control signal for steering rightward from the straight steering position to the motor 60, the motor 60 rotates the second auxiliary valve member 25 'relative to the first auxiliary valve member 24'. By doing so, the opening degree of the auxiliary throttle portion A 'between each right steering recess 27' and each pressure oil supply recess 29 'and each left steering recess 28' and each pressure oil discharge recess 30 ' The opening degree of the auxiliary throttle portion B 'between the left and right steering recesses 28' and the pressure oil supply recesses 2 '
9 'and the opening degree of the auxiliary throttle portion D' between each right steering concave portion 27 'and each hydraulic oil discharging concave portion 30' becomes smaller. Thereby, pressure oil corresponding to the external signal is supplied from the pump 37 to the right steering oil chamber 51,
Oil is returned from the left steering oil chamber 52 to the tank 41.

The right steering oil chamber 5 of the steering force generating mechanism 50
When the pressurized oil is supplied to 1, the pressing member 53 in each right steering oil chamber 51 is pressed against the pressure receiving portion 56. Since the pressure receiving portion 56 rotates together with the input shaft 2 that rotates together with the second valve member 25, a steering force is generated as in the case where the driver steers to the right with the steering wheel. Further, the second valve member 25 rotates relative to the first valve member 24 by the steering torque based on the steering force generated by the steering force generation mechanism 50. As a result, a steering assist force is generated as in the case where the driver steers to the right with the steering wheel. As a result, the rightward steering force and the steering assist force of the vehicle act on the rack 8.

When the control device 61 outputs a control signal for steering leftward from the straight steering position to the motor 60, the control signal is transmitted to the first auxiliary valve member 25 'in the opposite direction to the case where the motor 60 steers the second auxiliary valve member 25' rightward. It is rotated relative to the auxiliary valve member 24 '. Thereby, each of the auxiliary diaphragm portions A ', B',
Since the opening degrees of C ′ and D ′ change in reverse to the case where an external signal for steering to the right is input, the opening degree of the pump 37 is changed from the pump 37 to the left steering oil chamber 52 of the steering force generating mechanism 50 in accordance with the external signal. The pressurized oil is supplied, and the oil is recirculated from the right steering oil chamber 51 to the tank 41. When the pressure oil is supplied to the left steering oil chamber 52, the pressing member 53 in each left steering oil chamber 52 is pressed against the pressure receiving portion 56, and the steering is performed in the same manner as when the driver steers left by the steering wheel. Force is generated. Further, the second valve member 25 rotates relative to the first valve member 24 by the steering torque based on the steering force generated by the steering force generation mechanism 50. As a result, a steering assist force is generated as in the case where the driver steers to the left with the steering wheel. As a result, the steering force to the left of the vehicle and the steering assist force act on the rack 8.

In the automatic steering mode, when the driver applies a steering force, the pump 37 operates as described above.
Is supplied to the hydraulic cylinder 18 for generating the steering assist force, the supply of the pressure oil to the second control valve 23 'is regulated. As a result, pressure oil is no longer supplied to the steering force generating mechanism 50, and the mode is switched from the automatic steering mode to the normal steering mode.

According to the above configuration, the driver can perform normal steering with his / her own will against automatic steering.
That is, when an abnormal situation occurs in the automatic steering mode, it is possible to switch to the normal steering mode at the discretion of the driver, and a sufficient fail-safe function can be achieved. Further, the first control valve 23 is controlled by the steering force generated by the steering force generation mechanism 50 in the automatic steering mode.
Is operated, and the steering assist force can be generated in the steering assist force generating hydraulic cylinder 18 by operating the first control valve 23. As a result, the steering force generating mechanism 50 can be reduced in size, and the automatic steering mode can be realized using the mechanism of the conventional power steering device. Also, since the hydraulic control system for automatic steering can be arranged downstream of the hydraulic control system for normal steering, the flow of the pressure oil can be smoothly switched when switching from the automatic steering mode to the normal steering mode, It is possible to prevent the driver from being shocked at the time of the switching. Further, the steering force generating mechanism 50 for the automatic steering mode can be made compact in the steering force transmission system.

The present invention is not limited to the above embodiments. For example, the present invention can be applied to a ball screw type steering device.

[0048]

According to the present invention, there is provided a steering apparatus capable of switching between an automatic steering mode and a normal steering mode, in which the safety is improved, the size of the apparatus is reduced, and the automatic steering mode is switched from the normal steering mode to the normal steering mode. Shock acting on the driver at the time of switching can be reduced.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a steering device according to an embodiment of the present invention.

FIG. 2 is a sectional view taken along the line II-II in FIG.

FIG. 3 is a sectional view taken along the line I11-I11 of FIG. 1;

FIG. 4 is a sectional view taken along the line IV-IV in FIG. 1;

FIG. 5 is a hydraulic circuit diagram of the steering device according to the embodiment of the present invention.

[Explanation of symbols]

 18 Hydraulic cylinder for steering assist force generation 21 First oil chamber 22 Second oil chamber 23 First control valve 23 'Second control valve 24 First valve member 25 Second valve member 37 Pump 41 Tank 50 Steering force generation mechanism 51 Right Steering oil chamber 52 Left steering oil chamber 53 Pressing member 56 Pressure receiving unit 61 Control device 62 Receiver A, B, C, D Throttle unit

Claims (3)

[Claims] 1. A normal steering mode in which a vehicle is steered based on a driver's steering force, and an automatic steering mode in which a vehicle is steered based on a steering force generated by a steering force generating hydraulic actuator in response to an external signal. A hydraulic actuator for generating a steering assist force, a pump for supplying hydraulic oil to the hydraulic actuator for generating the steering assist force and the hydraulic actuator for generating the steering force, a steering force of the driver, and a hydraulic pressure for generating the steering force. A first control valve that operates based on any of the steering forces generated by the actuator; a means for receiving an external signal; a means for outputting a control signal in accordance with the received external signal; A second control valve that is controlled to operate, and generates a steering assist force in the steering assist force generating hydraulic actuator. In this way, the hydraulic pressure of the hydraulic oil supplied from the pump is controlled by the first control valve, and the pressure supplied from the pump by the second control valve so that the steering force generating hydraulic actuator generates the steering force. The oil pressure of the oil is controlled, and the supply of the pressure oil to the second control valve is regulated by applying a steering force by the driver, so that the automatic steering mode can be switched to the normal steering mode. A steering device. A second control valve provided in an oil passage between the first control valve and the tank, wherein the first control valve is elastically rotatable relative to a steering torque based on a steering force. A first valve member and a second valve member. The hydraulic pressure acting on the steering assist force generating hydraulic actuator can be controlled in accordance with the relative rotation amount of the first valve member and the second valve member. A hydraulic pressure acting on a hydraulic actuator for generating a steering force so that a steering torque for automatically rotating a first valve member and a second valve member is generated by the second control valve so as to generate a steering force in an automatic steering mode. The steering device according to claim 1, wherein is controlled. 3. The first valve member is formed in a cylindrical shape, and a second valve member is inserted into the first valve member so as to be relatively rotatable coaxially, and an inner periphery of the first valve member and a second valve member. A concave portion along the axial direction is formed at an outer periphery of the concave portion at an interval in the circumferential direction, and a gap between an axial edge of the first valve member-side concave portion and an axial edge of the second valve member-side concave portion is formed. A throttle section provided in an oil passage between the steering assist force generating hydraulic actuator and the pump, and a steering assist force generating hydraulic actuator corresponding to a change in the opening degree of the throttle section due to a relative rotation of the two valve members. The hydraulic actuator for generating the steering force is provided with a right steering oil chamber and a left steering oil chamber provided in a member that rotates together with one of the first valve member and the second valve member. Insert the steering oil chamber and each oil chamber. And a pressure receiving portion that rotates together with the other of the first valve member and the second valve member. The right control oil chamber and the left steering oil chamber are controlled by the second control valve. Alternatively, the hydraulic pressure can be applied to the pressure chamber, and the pressing member is pressed against the pressure receiving portion by the hydraulic pressure acting on the oil chamber, whereby it is possible to generate a torque for relatively rotating the two valve members. The steering device according to claim 2, wherein