JPH0224268A - Device for controlling steering force of power steering - Google Patents

Abstract

PURPOSE:To set the optimum driving condition for each driver by providing an arm strength information reading device which reads the arm strength information of a driver and transmits same to a controller and controlling a steering assisting force in accordance with the read personal information of the driver. CONSTITUTION:A feeding passage 1, a returning passage 2, and a pair of actuator passages 3, 4 are connected to a steering valve SV interlocked with the steering operation of a steering handle, and a pump P is connected to the feeding passage 1 while connecting a tank T to the returning passage 2. The actuator passages 3, 4 are connected to the pressure chambers 5, 6 of a power cylinder C respectively. An electromagnetic flow control valve FV is provided in a bypass 7 connected to the feeding passage 1 and controlled via a controller 8 in accordance with the output of an arm strength information reading device A provided in the vicinity of a driver's seat. The arm strength information reading device A detects personal information stored in an information memory means 90 like a magnetic card, an IC card, etc., through a detector 91.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power steering device that power assists steering force.

(Prior Art) A conventionally known power steering device switches a power steering valve according to the steering direction of a steering wheel, supplies pressurized fluid from a pump to a power cylinder, and power-assists the steering force. I was doing it.

(Problems to be Solved by the Present Invention) In the conventional power steering device as described above,
For example, it has not been possible to control the assist force depending on the differences in physical strength between men and women, and to set driving conditions most suitable for each individual driver.

An object of the present invention is to provide a device that allows steering assist force to be selected depending on the driver's physical strength.

(Means for Solving the Problems) The first invention is based on a power steering device that switches a steering valve in accordance with the steering direction of a steering wheel to control the flow rate supplied to a power cylinder.

Based on the above-mentioned device, this first invention includes an electromagnetic flow control valve that controls the flow rate supplied to the power cylinder, a controller that controls the amount of electricity supplied to the electromagnetic flow control valve, and a flow rate control valve that controls the flow rate supplied to the power cylinder. This arm strength information reading device includes an electromagnetic flow control valve that controls the flow rate, a controller that controls the amount of current applied to the electromagnetic flow control valve, and an arm strength information reading device that reads arm strength information of the driver and transmits the information to the controller. The feature is that the output signal of the controller is controlled according to information from the controller.

The second invention is a power steering device in which a steering valve is switched according to the steering direction of a steering wheel to control the flow rate supplied to a power cylinder, and the steering valve is provided with a reaction force chamber for generating a steering reaction force. This is based on the premise that

Based on the above device, this second invention
It is equipped with an electromagnetic pressure control valve that controls the pressure in the reaction force chamber, a controller that controls the amount of electricity supplied to the electromagnetic pressure control valve, and an arm strength information reading device that reads arm strength information of the driver and transmits it to the controller. The steering valve is characterized in that the supply flow rate is controlled by controlling the output signal of the controller in accordance with information from the information reading device, and the steering valve is provided with a reaction force chamber for generating a steering reaction force.

Furthermore, the third invention is based on a power steering device in which a pinion is provided at the tip of the steering shaft, and the pinion is engaged with a rack, and a pinion provided on the output side of the electric motor m is also engaged with the rack. It is something to do.

Based on the above device, this third invention includes a controller that controls the output of the electric motor, and an arm strength information reading device that reads the driver's arm strength information and transmits it to the controller. It is characterized by a configuration in which the output signal of the controller is controlled according to information from the device.

(Operation of the present invention) Since the present invention is configured as described above, the steering assist force can be controlled according to the driver's personal information read by the physical strength information reading device.

(Effects of the Present Invention) According to the device of the present invention, since the steering assist force can be controlled according to the driver's personal information, even a woman with weak arm strength can perform stable steering, for example.

(Embodiment of the present invention) The first embodiment shown in FIG.
The supply passage 1, the return passage 2 and the pair of actuator passages 3.4 are connected to the supply passage 1, the return passage 2 and the actuator passage 3.4.

A pump P is connected to the supply passage 1, and a return passage 2 is connected to the pump P.
Tank T is connected to. The actuator passage 3.4 is also connected to a pressure chamber 5.6 of the power cylinder C.

Furthermore, a bypass passage 7 is connected to the supply passage 1, and this bypass passage 7 is connected to an electromagnetic flow control valve FV consisting of a variable throttle.

This electromagnetic flow control valve FV is connected to a controller 8, and a physical strength information reading device A installed near the driver's seat is connected to this controller 8. 8 output signals can be controlled.

As the physical strength information reading device A, for example,
The one shown in FIG. 2 can be considered. This physical strength information reading device A is equipped with an information storage means 90 such as a magnetic card, an IC cart, or an optical disk in which the driver's individual physical strength values are stored, and also detects personal information stored in this information storage means 90. A container 91 is provided. This detector 91 is connected to the controller 8.

Therefore, when the driver causes the detector 91 to read the personal information stored in the information storage means 90, the personal information is transmitted from the detector 91 to the controller 8. The controller 8 that has received the personal information in this way sets a current value that matches the physical strength of the driver to the electromagnetic flow control valve FV.
Output to.

Note that when the detector 91 is not allowed to read the information in the information storage means 90, the steering cover turn is automatically set to an intermediate value. In other words, even if the driver loses the information storage means 90, his/her driving will not be affected.

Furthermore, if the steering cover turn corresponding to the personal information read by the information storage means 90 is displayed on a monitor installed near the driver's seat, the driver can drive while being aware of the current steering cover turn. .

When the electromagnetic flow control valve FV becomes fully closed in accordance with the output signal of the controller 8, the flow rate flowing into the bypass passage 7 becomes zero, so that the entire pump discharge amount is supplied from the supply passage 1 to the steering valve Sv. be done. Therefore, in this case, the steering assist force by the power cylinder C increases.

On the other hand, when the opening degree of the electromagnetic flow control valve FV is maximized, most of the pump discharge amount is directly returned to the tank T via the bypass passage 7, so the steering assist force of the power cylinder C becomes zero. It gets closer.

In other words, according to this embodiment, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C can be controlled, and the assist force can be applied to the personal information read by the physical strength information reading device A. It is controlled accordingly.

Further, as the physical strength information reading device A, the device shown in FIG. 3 can also be considered. That is, the physical strength information reading device A shown in FIG. 3 has an input terminal 92 on the driver's seat panel.
is installed, and the driver himself operates this input terminal 92 to input physical strength information to the controller 8.

3 and move it against the spring 95. However, in the case of FIG. 4, the second embodiment shown in FIG. An electromagnetic flow control valve FV is provided, and the rest is the same as the first embodiment.

The third embodiment shown in FIG. 5 specifically shows the steering valve of the first embodiment, and this steering valve sv is of a conventionally known rotary valve type.

That is, this steering pulp sv is
A rotor 11 is provided inside the sleeve 10, and the sleeve 10 and the rotor 11 rotate relative to each other depending on the steering direction of a handle (not shown).

Recesses 12 to 15 are formed at predetermined intervals on the inner circumference of the sleeve IO, and grooves 16 are formed on the outer circumference of the rotor 11.
~19 is formed. When the sleeve 10 and the rotor 11 are in the illustrated neutral position, a so-called underlap state is maintained in which adjacent recesses and grooves communicate with each other.

Further, a pump boat 20 is formed in the sleeve 10 and communicates with the pump P via the supply passage 1, and this pump boat 20 is always in communication with the groove 16. Furthermore, a pair of cylinder ports 21 and 22 are formed in this sleeve 10, one cylinder port 21.
is opened to the recess 12, and the other cylinder port 22 is opened to the recess 13 side.

A plurality of tank ports 23 are formed radially in the rotor 11, and the outer ends thereof are opened toward the grooves 17 and 18, and the inner ends thereof are opened toward the tank passage 24 side.

Further, a control port 25 is formed in the sleeve 10, and the inner end of the control port 25 is opened to the groove 19 side, and the outer end is passed through the bypass passage 7 provided with the electromagnetic flow control valve FV. and is connected to pump P.

Thus, when the sleeve 10 and the rotor 11 are in the neutral position shown, each of the cylinder ports 21 and 22 communicates with both the pump port 20 and the tank port 23, so that the fluid discharged from the pump P flows into the tank. port 23
and flows out into the tank T via the tank passage 24.

If the rotor 11 rotates, for example, to the left in the drawing in accordance with the steering direction of the handle, one cylinder port 2'l remains in communication with the pump port 20, but the other cylinder port 22 is connected to the tank port 23. communicate with. Therefore, one of the pressure chambers of the power cylinder C communicates with the pump P, and the other pressure chamber communicates with the tank T, so that the cylinder C operates.

At this time, the control port 25 remains in communication with the tank port 23, and as the switching amount increases,
The relationship is such that communication between them is cut off. Therefore, until the predetermined switching position, the control boat 25 remains in communication with the tank port 23, so that the electromagnetic flow control valve FV
A flow rate corresponding to the opening degree of is returned to the tank T via the bypass passage 7.

In this way, as the flow rate returned to the tank T out of the discharge amount of the pump P increases, the output of the power cylinder C decreases, so the steering assist force also decreases, and the steering feel becomes heavier. Therefore, in this second embodiment as well, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C can be controlled, and this assist force can also be controlled in accordance with the driver's physical strength. can.

In the fourth embodiment shown in FIG. 6, the steering valve Sv of the first embodiment is of a conventionally known spool type.

That is, this steering valve Sv has a spool 27 slidably installed inside the valve case 26, and
Centering springs 28 are attached to both ends of this spool 27.
has been established.

The spool 27 is surrounded by first to fifth annular grooves 2.
9 to 33, and second to fourth annular grooves 30 to 3.
2 communicate with each other via a through hole 34 formed in the center of the spool 27.

Furthermore, first to fourth annular recesses 35 and 38 are formed on the inner periphery of the valve case 26. A pump port 39 is formed between the first and second annular enclosures 35.36, while the inner end of the cylinder port 40.41 is opened into the first and second annular enclosures 35.36. Further, a tank port 42 is formed on the outside of the second annular recess 36, and this tank port 42 is always in communication with the third annular groove 31. Furthermore, a control port 43 is formed between the third and fourth annular enclosures 37 and 38, and this control port 43 is connected to the supply passage 1 via a bypass passage 7 provided with an electromagnetic flow control valve FV. Connected.

The steering valve Sv configured as described above maintains a so-called underlap state in which the annular grooves and annular recesses that are adjacent to each other communicate with each other when the spool 27 is in the neutral position shown.

Therefore, when the spool 27 is in the neutral position, the entire discharge amount of the pump P is returned to the tank T via the through hole 34 → third annular groove 31 → tank port 42 → tank passage 2.

From the above state, steer the handle and, for example, spool 2.
7 to the left in the drawing, pump port 39
communicates with one cylinder port 40, and the other cylinder port 41 communicates with a tank port 42 to operate the power cylinder C.

At this time, the control port 43 is constructed as follows: fifth annular groove 33 → third annular recess 37 → fourth annular groove 32 → through hole 34 → third annular groove 31
→ Tank port 42 → Tank T via tank passage 2
will be returned to.

In the third embodiment as well, the larger the flow rate returned to the tank T out of the discharge amount of the pump P, the smaller the output of the power cylinder C becomes, so the steering assist force also becomes smaller. becomes heavy. Therefore, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C can be controlled, and this assist force is controlled in accordance with the driver's arm strength.

The fifth embodiment shown in FIG. 7 is a steering valve S■
The pressure in the reaction force chamber R is controlled.

That is, one of the pressure chambers of the power cylinder C is communicated with the pump P via the steering valve Sv, and the other pressure chamber is communicated with the tank T, which is the same as in the first embodiment. However, in this embodiment, a reaction force chamber R is provided in the steering valve sv, and the pressure in this reaction force chamber R is controlled by an electromagnetic pressure control valve Pv. The electromagnetic pressure control valve Pv is provided in the bypass passage 7, and the 1.2 variable throttle 44.
45 as the main element.

Both variable throttles 44 of the electromagnetic pressure control valve PV thus constructed.
45 is led to the reaction force chamber R of the steering valve Sv.

Then, the steering valve S is switched to supply pressure fluid to, for example, the pressure chamber 5 of the power cylinder C, the other pressure chamber 6 is connected to the tank T, and the cylinder C is operated.

At this time, the 1.2 variable throttle 44 of the electromagnetic pressure control valve PV.
When the opening degree of 45 is controlled, the pressure between the two changes according to the opening degree. For example, the more the opening degree of the first variable throttle 44 is maximized and the opening degree of the second variable throttle 45 is narrowed down, the higher the pressure between them becomes. On the contrary, the first variable aperture 4
The more the opening degree of the second variable throttle 45 is set to the minimum and the opening degree of the second variable throttle 45 is increased, the lower the pressure between them becomes.

By controlling the pressure in the reaction force chamber R in this way, the reaction force when switching the steering valve Sv, that is, the steering reaction force, can be controlled, so that the driver's arm strength can be controlled in the same manner as in each of the above embodiments. You can set the steering assist force accordingly.

The sixth embodiment shown in FIG. 8 is a spool-type steering valve Sv of the fifth embodiment, and a spool 47 is slidably installed inside the valve case 46, and both ends of the spool are It faces the reaction force chambers R, R2. These reaction force chambers are provided with centering springs 48, 49, so that the spool 47 normally maintains the neutral position shown.

First to third annular grooves 50 to 52 are formed on the inner periphery of the spool hole of the valve case 46 as described above, and
．． A pump port 53 is formed between the two annular grooves 50,51. Further, a tank port 54 is opened in the third annular groove 52.

Note that a cylinder port (not shown) is opened in the first and second annular grooves 50.51.

The outer periphery of the spool 47 has first to third annular recesses 55 to 5.
7, and the second and third annular enclosures 56 and 57 are always in communication via the through hole 58.

The first to third annular grooves 50 to 52 and the first to third annular grooves as described above.
The annular recesses 55 to 57 are in a so-called underlap state in which adjacent ones communicate with each other when the spool is in the illustrated neutral position.

The reaction force chambers R, , R2 communicate with each other via a communication hole 59, and this communication hole 59 communicates between the variable throttles 44 and 45 of the electromagnetic pressure control valve pv.

When the handle is rotated, the spool 47 moves to the left, for example, when the operating lever 60 rotates to the left about the fulcrum 61, depending on the steering direction. When the spool moves in this way, the pump port 53 communicates with the power cylinder C via the first annular recess 55 and the first annular groove 50. Further, the second annular groove 51 is connected to the third annular recess 5.
7 → through hole 58 → second annular recess 56 → communicates with tank boat 54 via third annular recess 52. Therefore, the power cylinder C operates and exerts a steering assist force.

The pressure between the variable throttles 44 and 45 of the electromagnetic pressure control valve pv is introduced into each of the reaction force chambers R1 and R2, but this pressure depends on the opening degree of the variable throttle as in the fifth embodiment. and change.

As described above, the pressure in the reaction force chamber can be controlled by controlling the opening degree of the variable throttle of the electromagnetic pressure control valve pv, but the higher the pressure in the reaction force chamber, the heavier the steering feeling becomes. Therefore, by controlling this electromagnetic pressure control valve Pv, it is possible to control the steering assist force according to the driver's arm strength.

In the seventh embodiment shown in Fig. 9.10, a valve case 6 is attached to one side of a gear case 62 that houses a piston and a sector gear.
3 is fitted, and a plug 64 is further fitted on the outside of this valve case 63.

And a worm shaft 65 that is engaged with the piston.
A sleeve portion 65a and a large diameter portion 65b formed at an outer end of the sleeve portion 65a are inserted into the valve case 63, and the outer periphery of the large diameter portion 65b is supported by a thrust bearing 66.

A stub shaft 67 is inserted into the worm shaft 65 so as to be relatively rotatable, and the worm shaft 65 and the stub shaft 67 are connected to the torsion bar 6.
It is connected via 8. That is, one end of the torsion bar 68 is connected to the worm shaft 6 by a pin (not shown).
5 and connect the other end to the stub shaft 67 with a connecting pin 69.
is connected to. Both ends of this connecting pin 69 are
It is made to protrude in a direction perpendicular to the axis of the stub shaft 67.

Sleeve portion 6 of the worm shaft 65 as described above
A rotor 70 is rotatably inserted into 5a,
The specific structure of this rotor 70 is the same as that of the third embodiment.

Further, the worm shaft 65 is provided with this press-fit ring 71, and this press-fit ring 71 is provided with a first
As shown in Figure 0, reaction force mechanisms are provided at symmetrical positions.

These reaction force mechanisms have a pair of reaction force chambers R1, R2, R3, and R4 formed in a direction perpendicular to the axis, facing each other, and the opposing reaction force chambers R1 and R2, R3 and R4.
Both ends of the connecting pin 69 are exposed to the boundary portion of the connecting pin 69. Reaction force plungers 72 to 75 are installed in each of these reaction force chambers R and -R4. Further, holes 76.77 are formed in the worm shaft 65 at positions corresponding to both ends of the connecting pin 69, and adjustment stoppers 78.79 are fitted through the holes 76.77, and the reaction force plunger 72 is connected to the adjustment stoppers 78.79. It appears between 73.74 and 75.

Further, introduction passages 80 to 83 are opened in the reaction force chamber, and these introduction passages 80 to 83 are connected to the electromagnetic pressure control valve P.
It communicates between variable apertures 44 and 45 of V.

When the handle is rotated, the rotational force is transmitted to the stub shaft 67, so the torsion bar 68 is twisted, and the stub shaft 67 and the worm shaft 65 rotate relative to each other.

When the stub shaft 67 rotates in this way, the rotor 7 connected to the stub shaft 67 via the connecting pin 69
0 rotates. That is, the rotor 70 also rotates relative to the worm shaft 65.

Therefore, when the stub shaft 67 rotates and the connecting pin 69 rotates as described above, the reaction plunger positioned diagonally moves, and the pressure inside the reaction force chamber at this time acts as a steering reaction force. . The pressure within this reaction force chamber varies depending on the opening degree of the variable throttle of the electromagnetic pressure control valve pv, which is exactly the same as in the sixth embodiment.

The eighth embodiment shown in FIG. 11 is a power steering device using an electric motor m, in which a binion 85 is provided on the output side of a reducer 84 provided in the electric motor m, and this binion 85 is engaged with a rack 86. It is something that The output of this electric motor m is controlled by a controller 8, and a steering force selection switch 9 controls the output signal of this controller.

In the figure, reference numeral 87 is a handle, 88 is a steering shaft, and 89 is a pinion provided on the steering shaft.

Therefore, by operating the steering force selection switch 9 to control the output of the electric motor m, the steering assist force can be controlled, and similarly to each of the embodiments described above, the steering assist force corresponds to the driver's physical strength. can be set.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention. Fig. 1 is a circuit diagram of the first embodiment, Figs. 2.3 are circuit diagrams showing an example of a physical strength information reading device, and Fig. 4 is a circuit diagram of the second embodiment. Circuit diagram, section 5.6
The figure is a cross-sectional view of the third and fourth embodiments specifically showing the steering valve of the first embodiment, FIG. 7 is a circuit diagram of the fifth embodiment, and FIG. 8 is a concrete diagram of the steering valve of the fifth embodiment. 9 and 10 show the seventh embodiment, FIG. 9 is a partial sectional view, FIG. 10 is a sectional view of the main part, and FIG. 11 is a sectional view of the main part. FIG. 8 is a circuit diagram of an eighth embodiment. S V-... Steering valve, A... Arm strength information reading device, FV... Electromagnetic flow control valve, p v-...
Electromagnetic pressure control valve, C...power cylinder, R1-R4
--Reaction force chamber, m...Electric motor, 85.89--
Pinion, 86-・Rack, 88-・Steering shaft.

Claims (3)

[Claims] (1) In a power steering device that controls the flow rate supplied to the power cylinder by switching the steering valve according to the steering direction of the steering wheel, there is an electromagnetic flow control valve that controls the flow rate supplied to the power cylinder, and this electromagnetic flow control valve. The vehicle is equipped with a controller that controls the amount of current applied to the driver, and a driver's strength information reader that reads information on the driver's strength and transmits it to the controller, and is configured to control the output signal of the controller in accordance with information from the driver's strength information reader. Steering force control device for power steering equipment. (2) In the power steering device described above, the steering valve is switched according to the steering direction of the steering wheel to control the flow rate supplied to the power cylinder, and the steering valve is provided with a reaction force chamber for generating a steering reaction force. It is equipped with an electromagnetic pressure control valve that controls the pressure in the reaction force chamber, a controller that controls the amount of electricity supplied to the electromagnetic pressure control valve, and an arm strength information reading device that reads arm strength information of the driver and transmits it to the controller. A steering force control device for a power steering device configured to control an output signal of a controller according to information from an information reading device. (3) A pinion is installed at the tip of the steering shaft,
In a power steering device in which this pinion is engaged with the rack and a pinion provided on the output side of the electric motor m is also engaged with the rack, a controller that controls the output of the electric motor and a controller that reads information on the driver's physical strength are used. What is claimed is: 1. A steering force control device for a power steering device, comprising: an arm strength information reading device for transmitting information to a controller, and configured to control an output signal of the controller in accordance with information from the arm strength information reading device.