Power assisted steering arrangements and devices for use therein

The invention provides a control valve for an air operated power assisted steering mechanism for a vehicle. The valve has a spiral scroll and nut connection. One of these elements is connected to the steering wheel and is rotated thereby as the steering wheel is turned in a steering motion and the resulting linear motion of one of the elements is transferred into relative movement of a ported sleeve and two valve spools respectively for controlling the two directions of power assistance of the steering of the vehicle. The valve preferably is located in a hub of the steering wheel, in the steering column, or drivingly connected to the steering column by means of a transmission.

This invention relates to power assisted steering arrangements for motor 
vehicles. 
The use of power assisted steering arrangements in motor vehicles is well 
known, both in goods carrying vehicles and private vehicles. 
In the majority of arrangements, a hydraulic pump is driven from the motor 
vehicle engine and supplies the hydraulic fluid under pressure to either 
side of a double acting steering ram connected to the steering linkage, or 
connected direct to the wheels to be steered or, as in the case of 
integral hydraulic systems, located within the steering gearbox. The 
supply of the hydraulic fluid is through a control valve which is either 
arranged in the link between the steering gearbox and the axle or within 
the steering gearbox itself, so that this valve will operate to permit the 
supply of fluid under pressure to the power ram only when steering effort 
is being applied by the driver. 
There are several disadvantages of the above generally described hydraulic 
systems and these include that it is necessary to provide a special 
hydraulic pump for the power steering equipment but more importantly, if 
the said hydraulic pump fails and therefore the power assistance for the 
steering is lost, the physical effort to turn the steering wheel can 
increase as much as 4-fold, because the hydraulic fluid in the system will 
act as an almost rigid blockage to steering wheel movement due to the 
fluid having to be forced back through the orifices. 
Some vehicles use an air operated power steering arrangement and this 
differs from the above described hydraulic systems mainly in that the 
power medium which is used for providing power is air instead of hydraulic 
oil. Such an arrangement has the advantage that in the event of failure of 
the power assistance system, the driver of the vehicle will still be able 
to turn the steering wheel relatively easily. Secondly, at least on heavy 
goods vehicles, there is invariably already a supply of compressed air 
which is used for operating the vehicle brakes and that supply of air can 
be tapped to provide the source of power for assistance of the steering. 
Other problems associated with both the hydraulic and air operated systems, 
where either the valve or the power ram or both are embodied in a link 
coupling an unsprung part of the vehicle and a sprung part of the vehicle, 
are that the unsprung end is subjected to frequency loading and the 
components must be robust enough to withstand such loading. This means 
that the valve and/or power ram must be of relatively heavy construction 
(and therefore expensive) to ensure that serious failures are avoided. 
The present invention is concerned with an air operated system, and we 
believe that such a system is more desirable than a hydraulic system 
because the consequences of leakage in an air system are much less 
inconvenient than with a hydraulic system. Also, the arrangement of the 
present invention we feel provides a much improved air operated system as 
compared to the known air operated system in terms of reliability and 
cost. 
In the present invention there is provided a control valve for an air 
operated power assisted steering mechanism, the control valve being 
adapted so that its operation is derived from rotation of the steering 
wheel and in particular the valve is of a type having a rotatable drive 
member, the rotation of which in opposite directions effects opposite 
relative axial movements of control components of the valve for the 
appropriate directing of the pressure air to the steering ram. By this 
arrangement, it is possible readily to embody the rotary operated valve in 
the steering column shaft between the steering wheel and the steering 
gearbox thereby removing the valve from any substantial axial loading. 
This also means that the valve can be incorporated into the steering wheel 
hub and can in fact be made as an integral steering wheel/valve assembly. 
Preferably, the rotary actuation of the valve is achieved through the use 
of a spiral scroll shaft and nut so that the rotary action of the steering 
wheel is converted into linear motion of perforated sleeve means over 
valve spool means of the valve, thus closing exhaust ports and opening 
inlet ports of the valve which are connectable to the power ram to 
pressurise same with air thereby to providing air operated power assisted 
steering. 
The point at which this assistance is provided can be governed either by 
the amount of initial rotation of the steering wheel before the inlet 
ports are uncovered or by splitting the central shaft and having the 
steering wheel connected to one control shaft part with the steering 
gearbox input shaft connected to the other control shaft part in which 
case the assistance commencement point can be controlled by installing 
various strength springs between two valve spools forming the valve spool 
means. Other types of rotary actuated air control valves could be used in 
this position but the advantage of this valve over any other known valve 
available is that through the use of scroll actuation, it is possible to 
produce a valve which is very compact, light weight and capable of being 
operated either by being incorporated into the steering wheel or column 
or, driven as a slave unit remote from any steering linkage. 
According to another aspect of the invention, a steering wheel valve unit 
for a power assisted steering system is provided, the unit comprising a 
steering wheel and an integral steering wheel hub which embodies a valve 
as aforesaid. 
According to a further aspect of the invention, a power assisted steering 
system includes a steering wheel valve unit as aforesaid, and an operated 
power ram for operative connection to the wheels to be steered and means 
connecting the valve pneumatically to the power ram for the pressurising 
of same in response to steering movements of the steering wheel. 
According to a further aspect of the invention, a vehicle provided with a 
power steering arrangement includes a steering control valve as aforesaid 
operatively coupled to the steering wheel for operation thereby in 
response to steering movements of the wheel, and an air operated, steering 
assistance, power ram operatively coupled to the wheels to be steered and 
pneumatically coupled to the valve to be controlled thereby. 
We prefer to provide that the power ram will be mounted entirely on the 
sprung part of the vehicle and this provides the advantage that it will 
not be subjected to such heavy loadings as in the case when it is 
connected between a sprung part and an unsprung part of the vehicle. 
It will be appreciated that the references to sprung and unsprung mean of 
course the parts of the vehicle which are supported through a spring 
suspension arrangement and those parts which are not.

Referring to FIG. 1, a vehicle steering wheel is illustrated by the 
reference numeral W, and the control valve of the embodiment of the 
invention is indicated by the numeral X. 
The control valve X is essentially a cylindrical assembly, with its axis on 
the axis of rotation of the steering wheel W. The coupling between the 
steering wheel W and the control valve X is described in more detail in 
relation to FIG. 4. 
FIG. 2, which is a plan view of the steering wheel W, also shows certain 
pipe connections A, B, C, D and E which are connected to the valve X, 
whilst FIG. 3 shows, to an enlarged scale, the body of valve X, and in 
particular the porting arrangements A to E. Connection A is to exhaust, 
connection B and D are to the opposite sides of a double acting steering 
ram 200 (FIGS. 5 to 8), connection C is a supply of air under pressure, 
and connection E is to exhaust. In this example, the valve X controls the 
flow of air under pressure, the power assisted ram of the vehicle being an 
air pressure, double acting ram, but it is to be mentioned that the valve 
could in fact control a source of vacuum, and a similar result could be 
achieved thereby. Reference herein and in the claims to air under pressure 
or air pressure or pressure air, is therefore intended to include air 
under a negative pressure (or vacuum). 
Referring now to FIGS. 4 and 4a in detail, a portion of the steering wheel 
W is shown, and the steering column shaft is illustrated by reference 
numeral 9. It is co-axial with the steering wheel W, and secured to the 
top end of the steering column shaft 9 is a coupling sleeve 10 to the top 
end of which is provided a helically threaded coupling portion defining a 
spiral scroll shaft. The threads of the coupling portion are engaged by a 
correspondingly helically threaded actuator nut or bush 16 which is 
secured by bolts as shown to a central flange plate 1 of the steering 
wheel W. A flange of the bush 16 is located between needle roller thrust 
bearings 2 and 5 carried by a valve body 1A. 
Located in a bore in the valve body 1A and concentric with the shaft 9, is 
a sleeve means in the form of a parted sleeve 7 and inside the sleeve are 
a pair of spools 3 and 8 of symmetrical construction, and which are urged 
axially apart by means of a coil spring 6. 
A plate 13 attached to the lower end of the valve body 1A provides a seat 
for a further needle roller thrust bearing 12 on which the spool 8 seats, 
whilst the spool 3 seats on a shoulder of the sleeve 10 through a further 
needle roller thrust bearing 4. 
The sleeve 10 is provided with a splined portion which engages the splined 
end of the shaft 9 as shown, and a barrel nut 15 firmly connects the 
sleeve 10 and the shaft 9, said barrel nut being located inside the sleeve 
10 and also being concentric with the axis of rotation of the steering 
wheel W and a compression spring 17 acts between the plate 1 and the top 
of nut 15. 
The steering wheel W and the valve X, including the sleeve 10 can be 
supplied as a complete valve/steering wheel unit or assembly for 
installation in a motor vehicle in place of an existing steering wheel, 
and the unit therefore is extremely desirable in that it minimizes the 
amount of installation work necessary for converting a vehicle to power 
assisted steering or for replacing an existing power assisted steering 
unit in a vehicle already provided with suitable power assisted steering 
means. 
Also shown in FIG. 4 are five annular galleries of the sleeve 7, these 
galleries being marked A,B,C,D and E because they are in fact connected to 
the pipes A to E already described. It is to be noted furthermore that the 
assembly includes annular seals between the sleeve 7 and body 1A, and 
between the spools 3 and 8 and the interior of the sleeve 7. 
If reference is now made to FIGS. 5 to 8, and to FIGS. 5 and 6 firstly, the 
essential components of a vehicle steering arrangement are shown. The 
vehicle steering wheel is again indicated by reference W, 120 the steering 
column, 140 the steering gearbox, 150a pitman arm, and 160a drag link 
which is coupled to the steerable wheels 180. The power ram for power 
assisting the steering of the wheels 180 is shown by numeral 200, and in 
accordance with the invention is air operated and is double acting. 
In the arrangement of FIGS. 5 and 6, the control valve X in fact is shown 
as being included in the steering column 120 spaced from wheel W, but the 
operation of the valve is not changed by this modification and upon 
turning of the steering wheel 10, the valve X is operated in order to 
direct pressure air to one or other side of the power ram 200, in order to 
effect the power assisting of the steering of the wheels 180. The valve as 
will be explained is arranged so that no pressure air is supplied to ram 
200 until there has been a predetermined rotation of the steering wheel W 
to either side of a straight ahead position. 
In the arrangement shown in FIGS. 7 and 8, the principle of operation is 
identical to that of the arrangement of FIGS. 5 and 6, except that the 
valve X is not included in the steering column 120, but is slave driven 
from the steering column through a driving belt 240 which may be of the 
timing belt variety. 
A general point to note concerning the steering arrangements of FIGS. 5 to 
8 is that the power ram 200 is mounted between the vehicle chassis 260 and 
the pitman arm 150 which are both sprung components of the vehicle. 
Furthermore, the valve X is in the drive arrangement between the steering 
wheel W and the steering gearbox 140. Therefore, it can be of lighter 
construction than when fitted into the linkage between the sprung and 
unsprung parts of the vehicle. 
The operation of the valve described in relation to FIG. 4 in conjunction 
with the steering arrangements of FIGS. 5 to 8 will now be explained. The 
valve X is operatively coupled by the pipes A to E with the double-acting 
ram 200 which applies the power assistance to the vehicle steering 
mechanism, to exhaust and to a supply of air under pressure. The operation 
of the valve is best explained by considering the vehicle in three 
different modes of operation. 
In the first mode of operation, it is assumed that the vehicle is 
travelling in a straight line. The components of the valve will be in the 
position shown in FIG. 4, and it will be seen that the supply of air under 
pressure to gallery C is blocked at gallery C and cannot reach any of 
galleries A,B,D and E. In this condition, galleries A,B,D and E are in 
fact open to atmosphere and no power assistance is applied to the vehicle 
steering wheels. The coil spring 6 maintains the spools 3 and 8 in the 
position shown. 
In the mode of operation when the vehicle is making a right-hand turn, the 
wheel W will be turned accordingly and the bush 16 will also be rotated. 
No other parts of the valve rotate. If there is insufficient resistance to 
the steering effort back through the wheels as a result of the reaction 
with the ground, then the turning of the sleeve 16 will effect turning of 
sleeve 10 and steering column shaft 9, and there will be no power 
assistance applied to the steered wheels. If there is however sufficient 
reactive resistance, there will relative rotation between the bush 16 and 
the sleeve 10 with the result that, by virtue of the helical scroll 
interconnection between bush 16 and sleeve 10, the sleeve 10 will be 
caused to travel downwards. This downwards movement is transmitted to the 
body 1A and the sleeve 7, and also to the spool 3. The spool 8 however is 
prevented from moving downwards by virtue of seating on a circlip 11 
carried by the sleeve 10, and there is relative movement between the spool 
8 and the sleeve 7. The result is that the gallery C to which air under 
pressure is supplied is pneumatically coupled to gallery D, gallery E 
being closed off. The appropriate side of the power steering ram is now 
pressurised and the power assistance is applied to the steered wheels. As 
soon as the reactive force between the bush 16 and the sleeve 10 ceases, 
the spring 6 will return the components of the valve to the position 
shown, when once more gallery C is blocked and the remaining galleries are 
coupled to atmosphere. 
In the mode of operation when a left-hand turn is made, again if there is 
no reaction from the wheels, the sleeve 10 and shaft 9 will rotate as a 
rigid body. If the reaction is sufficiently high the power assistance 
comes into operation, then bush 16 will again rotate relative to the 
sleeve 10, and in fact will move upwards relative to the sleeve 10 the 
spring 17 assisting in this connection to provide a lift to 
counter-balance the gravity effect of the mass of the assembly which lifts 
with bush 16. This lifting has the effect of raising body 1A, the sleeve 
7, and the spool 8, but spool 3 is prevented from upwards movement by 
engaging a shoulder on the sleeve 10 through bearing 4. In consequence, 
gallery C is coupled to gallery B to apply air under pressure to the 
appropriate side of the power assisting ram, whilst gallery A is blocked. 
Galleries D and E remain connected to atmosphere. Again, when the reactive 
effort from the wheels to which the power assistance is applied, is 
removed, the device will automatically self centre and return to the 
position shown in FIG. 4. 
It is to be noted that when there is insufficient reactive force from the 
wheels to cause relative rotation between the bush 16 and shaft 10, 
regardless of the direction of rotation, it is the force of spring 6 which 
keeps the bush 16 and sleeve 10 in firm engagement to behave as a rigid 
body. 
When the said reactive force ceases in either case, it is to be noted that 
the valve is self-centering, and the power steering assistance is 
automatically removed from the steered wheels. The reactive force may 
terminate as a result of completing the turn, or would arise if the 
vehicle were to encounter an icy surface during the turn. 
The valve described has certain inventive additional safety features to 
minimize the consequences of component failure which might otherwise 
result in the loss of connection between the bush 16 and the sleeve 10, 
and which in turn would cause loss of steering control. 
The safety arrangement is achieved on right-hand turns by providing that 
the plate 13 is located to support the spool 8 in the event that the 
circlip 11 fails. In other words the spool 8 would, during the power 
assisted right-hand turn, if the circlip 11 were to fail, simply move back 
to the FIG. 4 position, seated on the plate 13, and the only consequence 
of loss of the circlip 11, would be a return to non-assisted steering. 
Furthermore, over travel of the bush 16 in making a right-hand turn is 
limited by the spools and spring 6. 
The safety feature as applied to left-hand turns is that the spool 3 is 
prevented from travelling upwards of the sleeve 10 by virtue of the 
shoulder 17 on the said sleeve. 
It is preferred that the valve body be constructed of aluminium to provide 
on the one hand sufficient material to permit secure mounting of end caps 
and also to provide for suitable internal passages so that the pipe 
connections can be made at the bottom of the valve. This latter feature 
achieves little if any increase in the height of the steering wheel as 
compared to a standard steering wheel. 
The stiffness of the coil spring 6 dictates the response position of the 
control valve or in other words the wheel rim effort before the power 
assistance is automatically applied. For example, if it is felt that five 
lbs. of steering wheel rim effort is the maximum rim effort that should 
have to be applied, then the stiffness of spring 6 is selected to prevent 
relative movement between the bush 16 and sleeve 10 until this rim effort 
is reached. All steering movements which call for a rim effort of less 
than this pre-determined figure will be carried out manually and the 
control valve will not operate. The arrangement described is therefore an 
"on demand" system and will use no energy until a point is reached where 
assistance is required. 
As is clear from FIGS. 5 to 8 it is not necessary that the valve be located 
in relation to the steering wheel as described, in relation to FIGS. 1 to 
4 although the FIGS. 1 to 4 arrangement does however have the significant 
advantages as mentioned herein. 
The present invention in general presents a number of advantages including 
the following. 
1. The valve is best located on the driver's side of the steering gearbox 
and therefore is not subjected to the road shocks which would be the case 
when the valve is located in a draglink which is connected to the axle. 
2. When the valve is slave driven as described herein in relation to FIGS. 
7 and 8, there is no requirement to split the steering linkage at any 
point from the steering wheel to the road wheels, and in either case the 
commencement of the air supply to the power ram to provide the power 
assistance can be controlled either by the degree of rotation of the 
steering wheel from a straight ahead position or by variation of the 
spring between the spools. 
3. Where the valve is fitted in the steering column it is subjected only to 
forces relating to the maximum that the driver can exert, unlike the case 
where the valve is located within the draglink and therefore has to be 
constructed to withstand both longitudinal forces resulting from 
multiplication by the ratio of the steering gearbox, plug high reverse "g" 
forces and bending moments. 
4. The arrangement is suitable for use on vehicles with independent front 
suspension as the valve can be installed on the input rotating shaft to 
the rack and pinion assembly. Various ram locations can then be used. It 
is not possible to operate air power steering on independent front 
suspension with rack and pinion using the known linear type valve as there 
is no drag link. 
When the invention is to be applied to private or light vehicles which have 
no existing air supply, it is proposed to make use of a small 12 volt 
electric compressor feeding a reservoir so that replenishment would be 
needed only following use of power steering assistance. Such an 
arrangement obviates the need to provide constant power to drive for 
example a hydraulic pump installation. On very light vehicles the vacuum 
from the inlet manifold of the engine as the power medium can be used 
instead of compressed air, with particular advantage.