JPH0224269A - Device for controlling steering force of power steering - Google Patents

Abstract

PURPOSE:To effect the optimum steering assisting force for the arm strength of each driver by providing an arm strength measuring device which measures the arm strength of a driver and transmits same to a controller and controlling a steering assisting force in accordance with the measured arm strength 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 measuring device A provided in the vicinity of a driver's seat. The arm strength measuring device A measures the degree of arm strength from the outputs of a steering angle sensor 91 and a muscular strength sensor 92 stuck on the arm of a driver.

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 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 device that measures the driver's arm strength. The present invention is characterized in that it includes an arm strength measuring device that transmits the measured value to the controller, and is configured to control the output signal of the controller in accordance with the measured value of the arm strength measuring device.

Further, the second invention is a power supply system 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 a steering device.

Based on the above-mentioned device, this second invention also includes 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 a driver's arm strength. The present invention is characterized in that it includes an arm strength measuring device that measures the arm strength and transmits the measured value to the controller, and is configured to control the output signal of the controller in accordance with the measured value of the arm strength measuring device.

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 this 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, the invention of 5II3 includes a controller that controls the output of the electric motor, and an arm strength measuring device that measures the arm strength of the driver and transmits the measured value to the controller. It is characterized by a configuration in which the output signal of the controller is controlled according to the measured value of the measuring device.

(Action of the present invention) Since the present invention is configured as described above, the steering assist force can be controlled according to the measured value measured by the arm strength measuring device.

(Effects of the Present Invention) According to the device of the present invention, the driver can control the steering assist force in accordance with his or her own physical strength, so that even a woman with weak physical 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.

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

This electromagnetic flow control valve FV is connected to a controller 8, and an arm strength measuring device fiA installed near the driver's seat is connected to this controller 8. According to the measured value of this measuring device A, the controller 8 This allows the output signal to be controlled.

As the above-mentioned arm strength measuring device A, for example, one shown in FIG. 2 can be considered. This arm strength measuring device A includes a steering angle sensor 81 provided on a steering shaft 90, and a muscle strength sensor 92 for measuring muscle tension attached to the driver's arm.

Therefore, the driver manually turns the steering wheel 93 before driving the engine.

Then, when the steering wheel is turned, the degree of arm strength of the driver is measured based on the steering angle and the tension of the driver's arm muscles, and the measured value is input into the controller 8. The controller 8 that receives this measured value stores the dry/<- arm strength and outputs all signals for controlling the steering reaction force from now on based on this measured value.

When the electromagnetic flow control valve FV is fully opened in accordance with the output signal of the controller 8, the flow rate flowing into the ineffective passage 7 becomes zero, so that the entire pump discharge amount is changed from the supply passage 1 to the steering/crusive Sv. Therefore, in this case, the steering assist force by the power cylinder C becomes large.

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 is controlled according to the driver's arm strength. be.

Further, as the arm strength measuring device A, the one shown in FIG. 3.4 can also be considered. That is, the arm strength measuring device A shown in FIG. 3 grips a movable arm 13 similar to a grip force needle and moves it against a spring 95. Movable arm 94 at this time
The strain is detected by a strain sensor 9B, and the measured value is input to the controller 8. In addition, the arm strength measuring device A shown in FIG. 4 is similar to the case shown in FIG. , the movable arm 94
The amount of movement is detected by a proximity sensor 97, and the measured value is input to the controller 8.

The device shown in Figure 3.4 measures grip strength and does not directly measure arm strength.However, since a person's grip strength is approximately proportional to arm strength, the grip strength measured with this device can be used to measure arm strength. This is converted and stored in the controller 8.

As a device for directly measuring arm strength, the device shown in FIG. 5 can be considered. The arm strength measuring device A shown in FIG. 5 is configured so that a lever 98 is rotated to move a shaft 99 against a spring 85, and the strain at that time is detected by a strain sensor 8B. This is a device that directly measures the driver's strength.

In addition, although the steering assist force is controlled according to the arm strength measured as described above, the current steering assist force is displayed near the driver's seat so that you can check how the steering assist force is set. It is optimal to provide means for displaying the steering assist force.

The second embodiment shown in FIG. 6 is the same as the first embodiment except that an electromagnetic flow control valve FV is provided between the actuator passages 3 and 4.

The third embodiment shown in FIG. 7 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 valve SV has sleeve 1
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 rotor 11 are in the neutral position shown in the figure, they are mutually 1. ) is maintained in a so-called underlap state in which the four adjacent parts and the groove communicate with each other.

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

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

Further, a control boat 25 is formed in the sleeve 10, and the inner end of the control boat 25 is opened toward the groove 19, 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 boats 21 and 22 communicates with both the pump boat 20 and the tank boat 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 boat 21 remains in communication with the pump boat 20.
The other cylinder boat 22 communicates with a tank boat 23. 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 boat 25 maintains communication with the tank boat 23, and when 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 boat 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. 8, 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 2B, 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.
3 to 33, and the 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 to 38 are formed on the inner periphery of the valve case 28. The pump boat 33 is formed between the first and second annular enclosures 35.38, while the inner end of the cylinder boat 40.41 is opened into the first and second annular enclosures 35.3B. Further, a tank port 42 is formed on the outside of the second annular four portion 36, and this tank port 42 is always in communication with the third annular groove 31. Furthermore, a control boat 43 is formed between the third and fourth annular enclosures 37 and 38, and this control boat 43 is connected to the supply passage l 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 adjacent annular grooves and annular recesses 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 bottom 42 → tank passage 2.

From the above state, steer the handle and, for example, spool 2.
7 to the left in the drawing, pump boat 38
communicates with one cylinder boat 40, and the other cylinder boat 41 communicates with a tank boat 42 to operate the power cylinder C.

At this time, the control boat 43 moves from the fifth annular groove 33 to the third annular four part 37 to the fourth annular groove 32 to the through hole 34 to the third annular groove 31.
→ Tank boat 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.
The pressure in the reaction force chamber R of V is controlled.

That is, one pressure chamber of the blower cylinder C is communicated with the pump P via the steering valve Sv,
The first step is to communicate the other pressure chamber with the tank T.
This is similar to the example. just.

In this embodiment, a reaction force chamber R is provided in the steering valve Sv, and the pressure of this reaction force chamber R is controlled by an electromagnetic pressure control valve PV. This electromagnetic pressure control valve Pv is provided in the bypass passage 7 and has the 1.2 variable throttle 44, 45 as a 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 SV 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.
45, the pressure between them changes according to the opening.For example, if the opening of the first variable throttle 44 is maximized and the opening of the second variable throttle 45 is narrowed down. The more you narrow it down, the more pressure there will be between the two. Conversely, the more the opening degree of the first variable throttle 44 is minimized 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. 10 is a spool-type steering valve Sv of the fifth embodiment, and a spool 47 is slidably installed inside the valve case 48, and both ends of the spool are It faces the reaction force chambers R1 and R2. These reaction chambers are provided with centering springs 48, 48, 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 boat 53 is formed between the two annular grooves 50 and 51. Further, a tank boat 54 is opened in the third annular groove 52.

Incidentally, a cylinder boat (not shown) is opened in the first and second annular grooves 5o and 51.

The outer periphery of the spool 47 has first to third N-shaped recesses 55 to 5.
7, and the second and third annular enclosures 58 and 57 are in continuous communication through the through holes 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 form a so-called underlap state in which adjacent recesses communicate with each other when the spool is in the illustrated neutral position.

Further, the reaction force chambers R1 and R2 are communicated with each other via a communication hole 58, and this communication hole 59 is communicated between 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 80 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 flj 51 is connected to the third annular recess 57 → the through hole 58 → the second annular recess 56 → the third annular groove 5
2 to the tank boat 54. therefore,
Power cylinder C operates and exerts steering assist force.

Then, 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 R, , R2, but this pressure depends on the opening degree of the variable throttle as in the fifth embodiment. It changes accordingly.

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. 11.12, a valve case 63 is fitted on one side of a gear case 82 in which a piston and a sector gear are housed, and a plug 64 is 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 85b 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 85b is supported by a thrust bearing 86.

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 attached to the worm shaft 6 using a bottle (not shown).
5 and connect the other end to the stub shaft 67 with a connecting pin 89.
is connected to. Both ends of this connecting bottle 69 are
It is made to protrude in a direction perpendicular to the axis of the stub shaft 67.

Sleeve portion 8 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 has an eighth
As shown in the figure, reaction force mechanisms are provided at symmetrical positions. These reaction force mechanisms have a pair of reaction force chambers R1, R2 and R3, Ra formed in a direction perpendicular to the axis, facing each other, and the opposing reaction force chambers R1 and R2, R3 and R
Both ends of the connecting pin 88 are exposed to the boundary portion of the connecting pin 88. Reaction force plungers 72 to 75 are installed in each of these reaction force chambers R1 to 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.

Introduction passages 80 to 83 are opened in each of the reaction force chambers as described above, and these introduction passages 80 to 83 are communicated between variable throttles 44 and 45 of the electromagnetic pressure control valve Pv.

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 bin 89 rotates as described above, the reaction force 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. 13 is a power steering device using an electric motor m, and a pinion 85 is provided on the output side of a reducer 84 provided in the electric motor m, and this pinion 85 is engaged with a rack 8B. 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 to 5 are explanatory diagrams showing an example of an arm strength measuring device, and Fig. 6 is a circuit diagram of the second embodiment. Figure 7.8 is the first
Section 3.4 specifically showing the steering valve of the embodiment
A sectional view of the embodiment, FIG. 9 is a circuit diagram of the fifth embodiment, and FIG.
The figure is a cross-sectional view of the sixth embodiment specifically showing the steering valve of the fifth embodiment, Figures 11 and 12 are the seventh embodiment, Figure 7 is a partial cross-sectional view, and Figure 8 is a cross-sectional view of the sixth embodiment. FIG. 13, which is a sectional view of the main part, is a circuit diagram of the eighth embodiment. Sv...steering valve, A...arm strength measuring device 1, FV...electromagnetic flow control valve, pv...electromagnetic pressure control valve, C...power cylinder, R1-R4...reaction force chamber , m... electric motor, 85.83... binion,
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. A configuration that includes a controller that controls the amount of electricity supplied to the driver, and an arm strength measuring device that measures the arm strength of the driver and transmits the measured value to the controller, and that controls the output signal of the controller in accordance with the measured value of the arm strength measuring device. 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. 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 measurement device that measures the driver's arm strength and transmits the measured value to the controller. A steering force control device for a power steering device configured to control an output signal of a controller according to a measured value of the arm strength measuring 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 a rack and a pinion provided on the output side of an electric motor m is also engaged with the rack, a controller that controls the output of the electric motor and a driver's arm strength are measured, A steering force control device for a power steering device, comprising an arm strength measuring device that transmits the measured value to a controller, and controlling an output signal of the controller according to the measured value of the arm strength measuring device.