JPS6092960A - Power steering and reaction regulator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a noswer steering and a reaction force regulating valve used in the power steering.

In general, the guno steering system of a vehicle has been designed to generate a reaction force in order to make the driver feel the weight of steering, that is, the steering resistance from the road surface.

However, if the magnitude of the reaction force is set small in advance, it will be possible to steer with a small operating force when stopped or driving at low speeds, and the fatigue caused by steering will be reduced, but the response will be too much when driving at high speeds. As a result, the steering tended to become unstable. On the other hand, if the reaction force is set large in advance, stable steering becomes possible when driving at high speeds, but when the vehicle is stopped or driving at low speeds, the response is too heavy, which tends to increase steering fatigue.

In recent years, in order to avoid such inconveniences, new types of steering have been proposed that change the reaction force according to the driving conditions, such as a type that responds to the rotation of the vehicle or a type that responds to vehicle speed. However, in these types of steering, the range of change in reaction force is narrow, so it is difficult to obtain the most suitable reaction force depending on the vehicle's driving conditions. The means to change the reaction force became complicated, and production costs tended to increase.

The purpose of this invention is to change the reaction force according to the driving conditions of the vehicle, and to obtain the most suitable reaction force for steering from a stop to a high speed driving, thereby enabling safe and reliable steering. The aim is to provide power steering that reduces steering fatigue.

Another object of the present invention is to adjust the flow rate of pressure oil flowing between a pair of communication ports as a variable throttle, and in particular, to adjust the flow rate of pressure oil flowing between the ports. It reduces resistance, makes rotation smooth, rotates the pulp rotor with extremely small power, and moreover, performs such flow rate adjustment with high precision, and adjusts reaction force in No. 9 No Steering. Our goal is to provide a reaction force regulating valve used in power steering where it is most suitable.

In order to solve these problems, the nokno steering of this invention consists of an oil pump, a flow control valve, a pair of rear control valves on both sides of the control pulp spool, and an ie flow cylinder. A reaction communication passage communicates the pair of reaction chambers with each other, and a reaction force regulating valve is disposed in the reaction communication passage, and a pulp rotor having a rotor bore is provided.
A casing, a pair of communication ports formed in the pulp casing at appropriate intervals so as to communicate with the rotor bore, and a rotor bore to adjust the flow rate of pressure oil flowing between the communication ports. The pulp rotor may be rotatably disposed in the bore and throttle the communication port, and the pulp rotor may be pressure-balanced in the axial direction, and the actuator may The pulp rotor is configured to rotate.

Further, the reaction force regulating valve of the present invention is adapted to adjust the reaction force of the power steering, and the reaction force regulating valve of the present invention is adapted to be connected to the rotor bore of the pulp casing with the rotor bore. A pair of communication ports are formed in the pulp casing at appropriate intervals, and the communication port is rotatably arranged in the rotor bore so as to adjust the flow rate of pressure oil flowing between the communication ports. I? - The pulp rotor is configured such that the pulp rotor is pressure balanced in the axial direction within the rotor bore to reduce frictional resistance during rotation of the pulp rotor. ing.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred specific examples of a power steering system and a reaction force regulating valve used in the power steering system according to the present invention will be described below with reference to the drawings.

FIG. 1 schematically shows a specific example 10 of the power steering of the present invention applied to a cab-over type truck, and FIGS. 2 to 4 show a reaction force regulating valve 16 used in the power steering 10. It shows.

This power steering 10 slides a control nozzle 41 to control a control nozzle 13 by operating a steering wheel (not shown), and controls the flow from the oil pump 11.・Control - Pulp 12 f Pressure oil "c" Power - Connects to the power cylinder 14 and operates the power cylinder 14 to perform steering, and controls the reaction force when performing such steering. - Formed on both sides of the pulp spool 41 or inside the action chamber 53, 54 +7)
The reaction force is generated using IE oil, and the reaction force regulating valve 16 adjusts the pressure in the reactor chamber 53, 54 to change the reaction force.

That is, the power steering lo is 7'11. ! :, Flow Control Pulp 12,! II: A pair of reactor chambers 53, 54 on both sides of the control pulp spool 41.
t(aLy:, Control Pulp 13,
! :, a reaction force adjustment valve 16 disposed in the reaction force communication passage 15, which connects the power cylinder 14 and its reaction force adjustment chambers 53, 54, and opening and closing of the reaction force adjustment valve 16. It is composed of an actuator 72.

In addition, the reaction force adjustment valve 16, which is suitable for adjusting the reaction force in the o-no steering 10, is a pulp valve for changing the flow rate of pressure oil flowing between the pair of communication ports 1-19, 20. The rotor 21 is provided, and the pulp rotor 21 is pressure-balanced in the axial direction within the rotor bore 18 to reduce frictional resistance of the pulp rotor 21 and smooth rotation.

Furthermore, if the reaction force adjustment valve 16 is to be described in detail, the reaction force adjustment valve 16 includes a pulp casing 17 provided with a rotor bore 18 and an appropriate interval so as to be communicated with the rotor bore 18. A pair of communication ports 19, 20 formed in the pulp casing 17 and rotatably arranged in the rotor bore 18, pressure balanced in the axial direction, and frictional resistance against the rotor bore 18. a pulp rotor 21 configured to reduce the
A pair of pressure chambers 29 which cooperate with the inner circumferential surface of the rotor bore 18 and communicate with the communication port 19.20,
A pair of notches 23.24 are formed at appropriate intervals on the outer circumferential surface of the pulp rotor 21 so as to form 30; A communication passage 28 formed in the pulp rotor 28, a throttle groove 27 formed in the outer peripheral surface of the pulp rotor 21 so as to communicate with the pressure chamber 29, and a drive shaft 73 of the actuator 72 connected to the pulp rotor 21. 2
The pulp rotor 21 is connected to the pulp shaft 22 of the pulp rotor 21, and is connected to the pulp shaft 22 of the pulp rotor 21, and is configured with a loose fit joint 76 that allows eccentricity between the shafts, and makes the rotation of the pulp rotor 21 smooth.
30 to avoid radial squeezing of the rotor 21, and furthermore, the loose fit joint 76 prevents the drive rotor 21 of the actuator 72 from being forced radially.
The shaft 73 is easily and reliably connected to the pulp shaft 22 of the pulp rotor 21, and even if the actuator 72 is installed unevenly, the power is surely transmitted to the pulp rotor 21. ing.

The oil pump 11 is driven by an internal combustion engine (not shown) mounted in the cab-over trunk, and sucks up oil stored in an oil reservoir (not shown) to pump the internal combustion engine. It is configured so that the amount of pressure oil discharged is approximately proportional to the rotational speed.

The oil pump 11 is constructed similarly to the oil pump used in the existing engine and no-steering system, so a description of its construction will be omitted.

Flow control pulp 12 u, -'F: (7
) A pump connected to the discharge side of the oil pump 11.
z-+-66, control pulp 13 (D
supply! - Control C/L connected to the 2 side
, 7” port 67 and its oil bomb f
11 (Suction Portoro 8Q (7-i) connected to the D suction side, including an oil return control spool (not shown) disposed slidably within the casing, The flow rate of the pressure oil sent to the pump port 66 side is adjusted, and a predetermined flow rate is sent to the control/roll pulp port 67 side, and the surplus flow is sent from the pump port 68 to the oil/pulp port 67 side. The Zakujo side of the pump 11, that is,
It is configured to return to an oil reservoir (not shown).

The sonoflow control valve 12 is a flow control valve used in existing nopano steering.
Since it is configured similarly to a valve, a detailed explanation of its configuration will be omitted.

Control urn pal 7' 131d, spool chamber 31. (7) Flow [F] control old valve 12 control valve...? ? -Toro 7 side'
Supply port 3 connected to the spool chamber 31 of the
2. A discharge port 33 connecting the spool chamber 31 to the suction side of the oil pump 11, and a no cylinder port 34, 35, 36, and a control valve casing 30. ,
Saleta control valve stool 4 reciprocally slidably disposed within its spool chamber 31 so as to switchly connect its supply port 32 to its discharge port 33 and to the nokno cylinder ports 34, 35, 36.
1 and a pair of reactor chambers 53, 54 formed within the spool chamber 31 on either side of the control valve spool 41.

Of course, within the flow chamber 31 there is a
Ring grooves 39, 40 are formed respectively.

47"c, 'c (D control valve spool 4
1 is placed in the neutral position, its ring groove 39.4
The control valve located on the outside of
Lands 42.45 are formed around both ends of the spool 410, and between the lands 42.45 there are lands 43.44 facing the ring grooves 39.40.
are formed respectively.

Of course, between those lands 42, 43, 44.45,
Stool grooves 46, 47, 48 are formed which can be connected to the power cylinder ports 34, 35, 36, respectively.

Inside both ends of the sono control valve stool 41 are the control valve spools 41.
A bore 49.50 extending along the axial direction and open at both ends is formed, and the bore 49.50
is connected to the stool groove 46. through the communication hole 51.52.
47, respectively.

Therefore, that Suff0. The grooves 46.47 are connected to the rear chambers 53.54 via their communication holes 51, 52 and bores 49.50, respectively.

47"c, -'kt7) Control valve spool 41F/'i, reciprocating sliding slider fcW,) in response to steering operation, shaft 71 located approximately in the center of the sonocontrol valve spool 41. One end of the shaft 71 is fixed, and the other end of the shaft 71 is connected to the control shaft 71.
It passes through the valve casing 30 and is connected to the steering shaft (not shown).

The supply port 32 of the control iNN jib 3 configured as described above is connected to the flow control pulp IID control valve port 67 via the supply piping 69, and is also connected to the discharge J? - port 33 is connected to the suction side of oil pump 11 via return pipe 70.

- The guno cylinder 14 is formed integrally with the casing 30 of the control valve 13 and has a cylinder bore 58 connected to the nokno cylinder ports 34, 35, 36 of the sonocontrol valve 13. a cylinder casing comprising a nokno cylinder casing and a cylinder so as to form within its seven cylinder bore 58 a pair of cylinder chambers 59, 60 connected correspondingly to the power cylinder ports 34, 35 and 36;・Boa 5
The piston 6 is arranged so that it can slide back and forth within the 8.
To conceptually explain the output section, one end is connected to the power piston 61, and the other end is an operating rod that penetrates the cylinder casing and protrudes outward. 62 and a londolo 3 fixed to the power cylinder casing at a position opposite to the operating rod 62 and substantially coaxially with the operating rod 62.

Of course, the no cylinder ports 34, 35 of the sonocontrol pulp 13 are connected to the cylinder chamber 60 via the communication passages 55, 56, and the no cylinder ports 36 are connected to the cylinder chamber 60 via the communication passages 55, 56. Through the cylinder chamber 59
are connected to each.

′! ! It is fixed to the no-no-piston 61, and -
The tip of the operating rod 62 protruding from the outside of the power cylinder casing of t is attached to the 7-yang frame (not shown) side of the cab-over type truck.
The Londro 3 side fixed to the power cylinder casing on the opposite side of the operating rod 62 is shown schematically as one that overcomes the steering resistance on the tire side.

The rear axis communication passage 15 is connected to a pair of rear axis chambers 53 and 54 in the control valve 13.
are communicating with each other. That is, the Reaxilon communication passage 15 has one end connected to one Reaxilon chamber 53.
and the other end is connected to the port 37 of the other Reaxilon chamber 54, respectively.

The reaction force adjustment valve 16 is configured to adjust the flow rate of the pressure oil flowing through the Reaxilon communication passage 15, in other words, from one Reaxilon chamber 53 to the other Reaxilon chamber 54, or from the other Reaxilon chamber 53. It is arranged at a predetermined position in the rear axilon communication passage 15 so as to adjust the flow rate of pressure oil flowing from the rear axilon chamber 54 to one of the rear axilon chambers 53 and change the reaction force during steering.

The reaction force regulating valve 16 includes a pulp casing 17 having a rotor bore 18 and a pair of communication ports 19 formed in the valve casing 17 at appropriate intervals so as to communicate with the rotor bore 18. .20, a pulp rotor 21 which is rotatably disposed in its rotor bore 18 and whose pressure is balanced in the axial direction to reduce frictional resistance against its rotor bore 18; A pair of pressure chambers 29 cooperated with the inner peripheral surface of 18 and communicated with the communication ports 19 and 20.
．． A pair of notches 23 and 24 are formed at appropriate intervals on the outer peripheral surface of the valve rotor 21 so as to form 30.
and a communication passage 28 formed in the valve rotor 21 so as to communicate the notches 23 and 24 with each other, and a communication passage 28 formed in the pulp rotor 21 so as to communicate with the pressure chamber 29.
1 and a throttle groove 27 formed on the outer circumferential surface of 1.

The pulp casing 17 is rotor day? A pair of communication ports 19 and 20 are formed in the valve casing 17 to communicate with the rotor gear 18, respectively. The communication ports 19 and 20 are formed in the valve casing 17 so as to be connected to approximately the center of the side surface of the rotor bore 18, as can be understood from FIG. , the communication port 20 is not located coaxially with the communication port 19 and the communication, j? -) offset to one side in the radial direction so as to be substantially parallel to 19;

The pulp rotor 21 is rotatably arranged in the rotor bore 18 such that balance chambers 25,26 are formed above and below the rotor bore 18, respectively. That is, the pulp rotor 21 is pressure balanced in the axial direction by the pressure within its balance chambers 25 and 26.

Of course, both end faces of the valve rotor 21 are provided with contact surfaces 74.75 having an area much smaller than the area of the upper and lower ends of the rotor bore 18, but these contact surfaces 74.75 regulates the axial movement of the valve rotor 21, which is pressure balanced in the axial direction.

Therefore, the pulp rotor 21 is the rotor.

The pressure is balanced in the axial direction within the valve 18, and the contact area between the contact surfaces 74, 75 and the upper and lower end surfaces of the rotor bore 18 is extremely small.
The rotor 21 rotates extremely smoothly.

It is also possible to fill the balance chambers 25, 26 with an incompressible fluid, for example oil, and to pressure balance the valve rotor 21 with the oil in the balance chambers 25, 26. In that case, if the valve rotor 21 is regulated by oil as an incompressible fluid and its axial movement is restricted, the above-mentioned roaring surface '14.75 can be omitted and the valve rotor 21 The contact area between the valve rotor 21 and the rotor bore 18 can be further reduced, and the rotation of the valve rotor 21 can be made even smoother.

A pair of notches 23 and 24 are formed at appropriate intervals on one and the other of the outer peripheral surface of the valve rotor 21 at approximately the center thereof. The notches 23.24 cooperate with the inner peripheral surface of the rotor bore 18 to form a pair of pressure chambers 29.3Of.
, 1 are formed respectively.

Further, the pair of notches 23 and 24 are communicated with each other by a communication passage 28 that penetrates the valve rotor 21 in the radial direction.

Further, on the outer peripheral surface of the valve rotor 21, a throttle groove 27 is formed which is connected to one of the notches 23, in other words, which is connected to one of the pressure chambers 29.

Of course, FIGS. 2 and 3 show a state in which the communication ports 19 and 20 of the reaction force regulating valve 16 are closed.
In this state, the communication shaft 20 is always in communication with the pressure chamber 30 within a predetermined rotational range of the valve rotor 21.

Therefore, in the reaction force regulating valve 16 shown in FIG. 3, if the valve rotor 21 is rotated to the right, the throttle groove 27 will be in communication with the communication port 19, and as a result, the communication port 19.20 will be mutually communicated.

Further, since the depth of the throttle groove 27 becomes deeper as it approaches the notch 23 side, the connection between the throttle groove 27 and the groove becomes deeper as the valve port 21 rotates. The area of the communication passage with the port 19 is changed, that is, the amount of constriction of the communication port t.19, 201i1 is changed.

Furthermore, the valve rotor 21 is provided with a valve shaft 22 extending downward at a lower end surface, that is, a position on the contact surface 75 side, and the end of the valve shaft 22 is connected to the valve casing 17. The valve shaft 22 is inserted into the valve shaft 22 so that it protrudes outward.
It penetrates the casing 17.

The actuator 72 is a stepping motor connected to the end of the valve foot 22 via a loose fit joint 76 to rotate the valve rotor 21 and to adjust the travel speed of the cab-over trunk. The communication port 19.20 of the reaction force adjustment valve 16 rotates according to the
It is configured to change the flow rate of pressure oil flowing through the pump.

That is, the actuator 72 is electrically connected to a vehicle speed sensor (not shown), and is configured to rotate the valve rotor 21' (L-rotation type) in response to an output signal from the vehicle speed sensor. Of course, in the electric circuit of the actuator 72, the actuator 72
A control unit (not shown) is placed between the vehicle speed sensor and the vehicle speed sensor, and the control unit converts the output signal from the vehicle speed sensor into a drive signal for the Stesof motor and outputs it. It is desirable that the actuator 72 be configured to be driven in accordance with the output signal.

Further, the actuator 72 includes various sensors such as a vehicle speed sensor and an engine rotation speed sensor, input and output circuits, a memory circuit, and an arithmetic circuit.

It is also possible to use it in combination with a control unit (not shown) consisting of a control circuit, a power supply circuit, etc., and to control the reaction force regulating valve 16 at a higher level.

The loose fit joint 76 connects the drive shaft 73 of the actuator 72 to the valve shaft 22 of the L-b rotor 21, and also connects the drive shaft 73 of the actuator 72 to the valve shaft 22 of the L-b rotor 21, and also connects the drive shaft 73 of the actuator 72 to the valve shaft 22 of the L-b rotor 21. Eccentricity is allowed.

That is, the loose fit joint 76 is connected to the projection 7 formed on the end of the valve shaft 22 of the valve rotor 21.
7, and a fitting groove 78 formed at the end of the drive shaft 73 of the actuator 72 so that the protrusion 77 is fitted with a predetermined play.

Therefore, the width of the protrusion 770 and the length of the protrusion 77 along the radial direction of the valve shaft 22 are:
The width of the fitting groove 780 and the length of the fitting groove 78 along the radial direction of the drive shaft 73 are made shorter, and when the protrusion 77 is fitted into the fitting groove 78, a predetermined play is generated. The drive shaft 73 and the valve shaft 22 are configured to accommodate eccentricity between the axes of the drive shaft 73 and the valve shaft 22, thereby reliably transmitting the power of the actuator 72 to the valve shaft 22.

Next, the /F
To describe the running of a cab-over type truck equipped with Wano steering 10, when the cab-over type truck is traveling at low speed, the actuator 72 is driven by the output signal from the vehicle speed sensor, and the reaction force adjustment valve 16 is driven.
The valve rotor 21 rotates, and the pair of communication ports 19
．． 20 are connected to each other via a constriction groove 27, a pair of pressure chambers 29, 30, and a communication passage 28 without being extremely constricted.

In such a state, the flow control valve 12 adjusts the reverse flow of the pressure oil supplied from the oil pump 11 to maintain a predetermined flow pressure. '[il ;6K
, control valve 13 supply 'r'-to 32
sent to.

The supply, t? When the control valve valve 41 is in the neutral position, the pressure oil sent to the oil pump 011 is sent from the discharge port 33 to the oil pump 011.
However, if the control valve spool 4175Z is slid to either side by steering operation, the pressure oil will flow into the cylinder chambers 59, 60 of the nokno cylinder 14, depending on the direction of sliding. and the Reaxilon chamber 53.5.
It is sent to either one of 4.

For example, if the tide, -'c no. 1' roll ψ valve 6 spool 41 is slid to the right in FIG. power cylinder 7
1? -1-36 is contacted, and the pressure oil is connected to power cylinder 1.
) and no piston 61.
is moved to the left in FIG. 1, in other words, the power cylinder 14 is moved to the right.

When pressure oil is supplied in this way, a part of the pressure oil is
It is sent to the Reaxilon chamber 54 through the communication hole 52 and bore 50.

The reaction force caused by such steering is strengthened by the pressure inside the rear axilon chamber 54, but as mentioned above, when driving at low speed, the reaction force between the pair of communication ports of the reaction force adjustment valve 16)
19 and 20 are in communication with each other with a wide passage cross-sectional area without being extremely constricted, so the pressure oil in that Reaxilon chamber 54 is connected to the other Reaxilon chamber 54.
It is sent to chamber 53.

Of course, if the Sonocontrol/J Lube spool 41 is slid as described above, the discharge port 33 will be connected to the spool groove 46, so that the Reaxilon chamber 5
The pressure oil in 3 is returned to the suction side of oil bomb f11.

Therefore, the pressure oil i in the Reaxilon shaft 54
l:, -'F: tv control valve spool 4
1 does not create a large resistance to the sliding motion, and steering at low speeds can be performed with a small operating force.

t: k, so(7) :7 When the control valve spool 41 is slid to the left in FIG. , pressure oil is sent to the cylinder chamber 60 of the cylinder 14 and the rear axis chamber 53 through communication passages 55 and 56, and the cylinder piston 61 is moved to the right side in FIG. War cylinder 14 is moved to the left.

Contrary to the case described above, the pressure oil in the Reaxolon chamber 53 is sent to the Reaxilon chamber 54 through the Reaxilon communication passage 15 without being extremely throttled by the reaction force adjustment valve 16. The oil in the rear axis chamber 54 is returned to the suction side of the oil pump 11 through the door 50, through the communication hole 52, and through the discharge port 33.

Therefore, as in the case described above, the pressure oil in the Reaxilon chamber 53 does not provide a large resistance to the sliding of the control pulp spool 41, and steering at low speeds can be performed with a small operating force. Ru.

Of course, when the cab-over type truck is steered while stopped, the traveling speed is zero and the cross-sectional area of the passage between the communication ports 19 and 20 in the reaction force adjustment valve 16 is widened to the maximum. Chamber 53, . 54, the mutual pressure difference between them is extremely small, so that it is possible to move the machine horizontally, close it by one width, and turn it back with extremely small operating force.

Furthermore, when the cab-over type truck travels at high speed, the output signal from the vehicle speed sensor drives the rotor actuator 72, and the pulp rotor 21 of the reaction force adjustment valve 16 rotates in the opposite direction to the above-mentioned direction. The port 19 is throttled by its pulp rotor 21 and the passage cross-sectional area is narrowed.

As before, if the control pulp spool 41 is slid to either side, the cylinder chamber 59.6
Pressure oil is sent to either side of the no-yano piston 6.
1 is slid, and a part of the pressure oil is sent to one of the Reaxilon chambers 53' and 54 (7), but the communication ports 19 and 20 of the reaction force regulating valve 16 are throttled,
Since the cross-sectional area of the passage is narrow, the pressure drop caused by the reaction force regulating valve 16 is large, and the pressure difference between the left and right Reaxilon chambers 53 and 54 becomes large, causing the control pulp spool 41 to slide. This results in a large resistance to the steering wheel, requiring a relatively large operating force for steering when driving at high speeds, improving driving stability.

As described above, by rotating the pulp rotor 21 of the reaction force adjustment valve 16, a reaction force most suitable for the driving conditions of the cab-over type truck can be obtained. The pressure is balanced in the axial direction within the rotor bore 18, and the contact area on the upper and lower end surfaces of the pulp rotor 21 is extremely small. As a result, the pulp rotor 21 can be rotated with extremely small power. In other words, it is possible to downsize the actuator 72 that rotates the pulp rotor 21.

Further, the pulp rotor 21 has a pair of notches 23 and 24 formed in the inner circumferential surface of the rotor diameter 18 to form a pair of pressure chambers 29 and 30, respectively. The notches 23 and 24 are connected to each other by a communication path 28, and the pressure chamber 30 is connected to one communication port 20 in a predetermined rotation range of the pulp rotor 21.
Since the pulp rotor 21 is rotated slightly, the throttle groove 27 is connected to the communication port 19.
, substantially the same pressure is applied to each of its pressure chambers 29, 30, in other words, the pulp rotor 21 is radially pressure balanced within its rotor derre 18; The pulp rotor 21 is prevented from shifting to one side, and the pulp rotor 21 rotates extremely smoothly.

Also, the pulp shaft 22 of the pulp rotor 21
is connected to the drive shaft 73 of the actuator 72 by a clearance fit joint 76 that allows eccentricity between the shafts, so the power of the actuator 72 is not reliably transmitted to the pulp rotor 21. If there is a relative misalignment between the pulp rotor 21 and the actuator 72 due to mounting variations in the actuator 72, such misalignment will cause the gap 1 fit joint 76 to occur. absorbed by.

Therefore, when installing the actuator 72, the actuator 72 can be easily installed without requiring high precision, and the actuator 72 can be easily installed.
The pulp rotor 21 is appropriately rotated by the drive of the pulp rotor 21, and the reaction force when being steered is properly adjusted.

According to the above invention, there is provided a valve casing having a rotor bore, a pair of communication ports formed in the valve casing at appropriate intervals so as to communicate with the rotor bore, and the communication ports. a valve rotor rotatably disposed in the rotor bore to throttle the communicating port so as to adjust the flow rate of pressurized oil flowing between the valve rotor and the valve rotor; Since the reaction force regulating valve is configured so that the pressure is balanced in both directions, the frictional resistance of the valve rotor is small, the rotation is smooth, and the valve rotor can be rotated with extremely small power. The flow rate of the pressure oil flowing between the pair of communication ports is adjusted with high precision.
This makes it most suitable for adjusting the reaction force in non-steering and no-steering situations, making it extremely practical.

Furthermore, the power steering of the present invention, which includes the reaction force adjustment valve, includes an oil pump, a flow control valve, and a control island valve equipped with a pair of rear axis chambers on both sides of the control valve stool. , a noguno cylinder, and a reaction communication passage communicates the pair of reaction cylinders with each other, and the above-mentioned reaction force adjustment valve is provided in the reaction communication passage, and an actuator is connected to the vehicle. Since the valve rotor of the reaction force adjustment valve is rotated according to the driving conditions of the vehicle, the reaction force when steering changes according to the driving conditions of the vehicle.
Moreover, the reaction force most suitable for steering from a standstill to high-speed driving can be obtained, making safe and reliable steering possible.Furthermore, the fatigue caused by steering is reduced, making it extremely practical.

As mentioned above, from the specific examples of this invention described with reference to the drawings, various design modifications and changes can be easily made by those who have ordinary knowledge in the technical field to which this invention pertains. Furthermore, the configuration of this invention can be easily converted into an embodiment essentially the same as this invention, which satisfies essentially the same tasks as that invention and achieves the same effects as this invention. It could be replaced.

[Brief explanation of drawings]

Figure 1 is a schematic diagram showing a specific example of the guno steering of this invention applied to a Yabuheover type truck.
．． ,′! 2 is a vertical sectional view showing a specific example of the reaction force adjusting valve of the present invention used in the power steering shown in FIG. 1, and FIG.
FIG. 4 is a cross-sectional view taken along a line, and a perspective view showing a one-gap joint that allows eccentricity between the shafts of the reaction force regulating valve in FIG. 2. IO.../F flow steering, 11...Oil cylinder 7', 12.Flow control valve, 13.
- Control valve, 14...No e-no-cylinder, 15. Reaction communication passage, 16...-Reaction force adjustment IA valve, 17. Valve casing, 18.- Rotor bore,
19,20 ・Communication port, 21...Valve rotor,
41 Control valve spool, 53, 54.
・Reaxilon chamber. Arashi / Figure IO bottom 2 Ukao Kao i Figure tail 3 (27 required

Claims (2)

[Claims] (1) Oil pumps, flow control valves, control valves with a pair of reaction chambers on both sides, and control cylinders equipped with a pair of reaction chambers on both sides. , the pair of reaction chambers are in communication with each other, and a reaction force regulating valve is disposed in the reaction communication passage and in communication with the pulp casing having a J rotor bore and the rotor bore. is rotatably arranged in the rotor bore so as to adjust the flow rate of pressure oil flowing between a pair of communication ports formed in the pulp casing at appropriate intervals, and the flow rate of the pressure oil flowing between the communication ports. The pulp rotor that throttles the communication port is pressure-balanced in the axial direction, and the actuator rotates the pulp rotor according to the vehicle running conditions. power steering. (2) a pulp casing with a rotor bore;
A pair of communication ports are formed in the pulp casing at appropriate intervals so as to be connected to the rotor bore, and the flow rate of pressure oil flowing between the communication ports is adjusted. A pulp rotor rotatably disposed in a bore and constricting the communication port, characterized in that the pulp rotor is axially pressure balanced within the rotor gear. Reaction force adjustment valve used in power steering.