MOTOR-DRIVEN POWER STEERING SYSTEM FOR A VEHICLE

Abstract: A motor-driven power steering system comprises: a torque sensor (3) for detecting steering force imparted to a steering wheel (1) by an operator; a vehicle-speed sensor (10) for detecting the vehicle speed; and a motor (13) for power assisting the steering motion caused by the operator through the steering wheel. A first electromagnetic sliding clutch (14) is provided for controlling the power-assisting force transmitted from the motor (13) to the steerable road wheels of the system; and a second electromagnetic switching clutch (17) is provided and adapted to be switched off for interrupting the transmission of the power-assisting force from the motor (13) toward the steerable road wheels when the vehicle speed increases above a prescribed level, and switched on for transmission of the power-steering force therebetween when the vehicle speed decreases below the prescribed level. A control unit (109) is adapted to receive output signals from the torque sensor (3) and the vehicle-speed sensor (10) for controlling the operations of the motor (13) and the first clutch (14) in a manner such that the power-assisting force transmitted from the motor to the steerable road wheels through the first sliding clutch (14) is gradually decreased before the second clutch (17) is switched off, and gradually increased after the second clutch is switched on.

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a motor-driven power steering system for a vehicle adapted to assist the operator-induced steering operation by means of the rotative force of a motor. 2. Description of the Prior Art known to the Applicant. In the past, a power steering system of this type, as schematically illustrated in Fig. 9, has hitherto been known to the Applicant in which a steering wheel 1 is operatively connected through a steering shaft 2 and a first rack and pinion gear T₁ including a first pinion 5 and a first rack tooth portion 6a with a steering rack 6 which is connected at its opposite ends with a pair of steerable road wheels (not shown) through a pair of tie rods 8a, 8b so that when the steering wheel 1 is turned by an operator, the steerable road wheels (not shown) are appropriately steered in accordance with the steering motion of the steering wheel 1 imparted by the operator. On the other hand, the steering rack 6 is operatively connected with a motor 13 through a second rack and pinion gear including a second rack tooth portion 6b and a second pinion 18, a speed-reduction gear R, and a switching clutch 17 so that the driving force of the motor 13 is transmitted through the speed-reduction gear R, the switching clutch 17 and the second rack and pinion gear T₂ to the rack 6 so as to assist the steering operation of the steering wheel 1 imparted by the operator. The motor 13 is electrically connected with a battery 11 through a control unit 9 and a key or ignition switch 12 so that it is energized by the battery 11 under the control of the control unit 9 The control unit 9 is input with control signals from a steering-torque sensor 3 and a vehicle-speed sensor 10 so as to appropriately control the operation of the motor 13 and the switching clutch 17 on the basis of the steering torque and the vehicle speed measured. The power steering system as constructed above has the following problems. Specifically, when the travelling speed of the vehicle increases above or decreases below a prescribed level, the control unit 9 operates to deenergize or energize the switching clutch 17 to interrupt or enable the transmission of the assisting force from the motor 13 to the rack 6 so as to switch the power steering system into a manual steering mode without any power assist or into a power steering mode with power assist. Accordingly, whenever the vehicle speed changes across a prescribed speed level, the operating mode of the steering system abruptly changes from power steering into manual steering or vice versa, thus causing the operator to feel a certain unsmoothness, unsureness, or instability in the steering. In GB Patent Specification 2 161 770, a power steering system is described which comprises a single electromagnetic clutch which controls a coupling mechanism so that above a predetermined speed, the steering is manually controlled. SUMMARY OF THE INVENTION In view of the above, the present invention is intended to obviate the above-described problem of the prior art, known to the Applicant, and has for its object the provision of a novel and improved motor-driven power steering system for a vehicle of the kind described which can be switched or transferred from power steering into manual steering or vice versa in an extremely smooth manner without causing any unsure feelings. According to the present invention, there is provided a motor-driven power steering system for a vehicle having a steering wheel operatively connected with steerable road wheels so that the steering wheel is turned by an operator to appropriately steer the steerable road wheels, the system comprising torque sensor means for providing a torque signal indicative of torque applied to the steering system by an operator, a motor for power-assisting the steering motion caused by the operator through the steering wheel, a control unit for providing a control signal (s) in dependence upon the torque signal and the speed of the vehicle, and switching clutch means decoupling the transmission of the power-assisting force in dependence upon the speed of the vehicle, characterised in that a further clutch means is provided for controlling transmission of power-assisting forces from the motor to the steerable road wheels, the further clutch means being controlled in dependence upon the control signal provided by the control unit. Preferably, the power-assisting torque transmitted from the motor toward the rack through the further clutch is gradually decreased or increased in inverse proportion to the measured vehicle speed. In this case, such a power-assisting torque may be gradually decreased or increased in a stepwise fashion. In one embodiment, the control unit comprises: a steering-torque measuring means adapted to receive the output signal of the torque sensor for measuring the operator-induced steering torque; a vehicle-speed measuring means adapted to receive the output signal of the vehicle-speed sensor for measuring the vehicle speed; a memory means for storing current values to be supplied to the further clutch which are determined by the vehicle speed and the steering torque; a clutch-current determining means adapted to read out from the memory means an appropriate current value corresponding to the measured steering torque and the measured vehicle speed for determining the current to be supplied to the further clutch; and a clutch-current controlling means for controlling the current supplied to the further clutch in accordance with the output from the clutch-current determining means. In this case, it is preferable that the memory means comprise; a reduction-ratio storage means for storing second predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a control-torque calculating means for calculating an appropriate control torque by multiplying the measured steering torque by the corresponding reduction ratio, whereby the clutch-current determining means determines an appropriate level of clutch current based on the calculated control torque. In another embodiment, the control unit comprises: a steering-torque measuring means adapted to receive the output signal of the torque sensor for measuring the operator-induced steering torque; a vehicle-speed measuring means adapted to receive the output signal of the vehicle-speed sensor for measuring the vehicle speed; a memory means for storing voltage values to be imposed on the motor which are predetermined by the vehicle speed and the steering torque; a motor-voltage determining means adapted to read out from the memory means an appropriate voltage value corresponding to the measured steering torque and the measured vehicle-speed for determining the voltage to be imposed on the motor; and a motor-voltage controlling means for controlling the voltage imposed on the motor in accordance with the output of the motor-voltage determining means. In this case, it is preferable that the memory means comprise; a reduction-ratio storage means for storing predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a control-torque calculating means for calculating an appropriate control torque by multiplying the measured steering torque by the corresponding reduction ratio, whereby the motor-voltage determining means determines an appropriate level of motor voltage based on the calculated control torque. In a further embodiment, the control unit comprises: a steering-torque measuring means adapted to receive the output signal of the torque sensor for measuring the operator-induced steering torque; a vehicle-speed measuring means adapted to receive the output signal of the vehicle-speed sensor for measuring the vehicle speed; a first memory means for storing voltage values to be imposed on the motor which are predetermined by the vehicle speed and the steering torque; a motor-voltage determining means adapted to read out from the first memory means an appropriate voltage value corresponding to the measured steering torque and the measured vehicle-speed for determining the voltage to be imposed on the motor; a motor-voltage controlling means for controlling the voltage imposed on the motor in accordance with the output of the motor-voltage determining means; a second memory means for storing current values to be supplied to the further clutch which are predetermined by the vehicle speed and the steering torque; a clutch-current determining means adapted to read out from the second memory means an appropriate current value corresponding to the measured steering torque and the measured vehicle-speed for determining the current to be supplied to the further clutch; and a clutch-current controlling means for controlling the current supplied to the further clutch in accordance with the output from the clutch-current determining means. In this case, it is preferable that the first memory means comprise: a first reduction-ratio storage means for storing first predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a first control-torque calculating means for calculating a first appropriate control torque by multiplying the measured steering torque by the corresponding first reduction ratio, whereby the motor-voltage determining means determines an appropriate level of motor voltage based on the first calculated control torque; and that the second memory means comprise: a second reduction-ratio storage means for storing second predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a second control-torque calculating means for calculating a second appropriate control torque by multiplying the measured steering torque by the corresponding second reduction ratio, whereby the clutch-current determining means determines an appropriate level of clutch current based on the second calculated control torque. The above and other objects, features and advantages of the present invention will become apparent from the following detailed description of several presently preferred embodiments of the invention when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figs. 1 through 8 relate to a motor-driven power steering system in accordance with one embodiment of the present invention, in which Fig. 1 is a schematic view illustrating a general arrangement of the same; Fig. 2 is a block diagram showing a control unit and its related parts; Fig. 3 is a block diagram showing a motor-voltage storage means and a clutch-current storage means of the control unit; Fig. 4 is a graphic representation showing current/torque characteristics of a first electromagnetic clutch; Fig. 5 is a characteristic view showing a steering-torque/motor-voltage relationship and a steering-torque/first-clutch-current relationship when the vehicle is standing still; Fig. 6 is a characteristic view showing a steering torque/first-clutch-current relationship when the vehicle speed changes; Fig. 7 is a characteristic view showing a vehicle speed/first-clutch current relationship and a vehicle speed/second-clutch current relationship when the steering torque is constant; Fig. 8 is a flow chart showing the control processes of the power steering system of Fig. 1 as controlled by the control unit illustrated in Fig. 2. Fig. 9 is a schematic view illustrating a general arrangement of a motor-driven power steering system for a vehicle, known to the Applicant. DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail with reference to a presently preferred embodiment thereof as illustrated in the accompanying drawings. In the following, the same parts or elements of the embodiments will be identified by the same reference numerals and characters as employed in Fig. 9. Referring to the drawings and first to Fig. 1, there is shown a general arrangement of a motor-driven power steering system for a vehicle constructed in accordance with the present invention. The motor-driven power steering system illustrated includes a steering wheel 1; a steering shaft 2 fixedly connected at its upper end with the steering wheel for integral rotation therewith and including an upper section 2a and a lower section 2b joined with each other through a first universal joint 4a; a torque sensor 3 mounted on the steering shaft 2 for detecting turning force imparted to the steering wheel 1 by an operator and generating an electrical signal representative of the detected steering torque; a first pinion 5 operatively connected at its upper end with the lower end of the steering shaft 2 through a second universal joint 4b; a rack 6 operatively connected at its opposite ends through ball joints 7a, 7b with tie rods 8a, 8b which are in turn connected with a pair of steerable road wheels (not shown), the rack 6 having a first tooth portion 6a in mesh with the first pinion 5 and a second tooth portion 6b axially spaced from or otherwise continuous with the first tooth portion 6a; a vehicle-speed sensor 10 for detecting the travelling speed of the vehicle and generating an output signal representative of the detected vehicle speed; a battery 11 adapted to be mounted on the vehicle; a key or ignition switch 12; a second pinion 18 in meshing engagement with the second rack tooth portion 6b on the rack 6; a motor 13 operatively connected through a speed-reduction gear R with the second pinion 18 for power assisting the steering motion of the rack 6 induced by the operator, the motor being preferably in the form of a direct current motor having a shunt winding field or a magnetic field and adapted to be driven to rotate by the battery 11; a first electromagnetic clutch 14 interposed between the motor 13 and the second pinion 18 for transmitting power therebetween substantially in proportion to the intensity of current supplied thereto, the first clutch 14 being preferably in the form of an electromagnetic sliding clutch such as, for example, a powder clutch, a hysteresis clutch or the like and directly coupled, in the illustrated embodiment, with an output shaft of the motor 13; a second clutch 17 in the form of an electromagnetic switching clutch interposed between the motor 13 and the second pinion 18 for selectively establishing or disconnecting an operative connection therebetween; and a control unit 109 adapted to receive output signals from the torque sensor 3 and the vehicle-speed sensor 10 for controlling the operations of the motor 13 and the first and second clutches 14, 17 in a manner such that the power-assisting force transmitted from the motor 13 toward the steerable road wheels is gradually decreased before the second switching clutch 17 is switched off, and gradually increased after the second switching clutch 17 is switched on. In the illustrated embodiment, the speed-reduction gear R comprises a worm 15 operatively connected with an output shaft of the first sliding clutch 14, and a worm wheel 16 in mesh with the worm 15. The second electromagnetic switching clutch 17 serves to mechanically couple or disconnect the worm wheel 16 with the second pinion 18. As diagrammaticaly illustrated in Fig. 2, the control unit 109 comprises: a steering-torque measuring means 109a adapted to receive the output signal of the torque sensor 3 for measuring the operator-induced steering torque; a vehicle-speed measuring means 109b adapted to receive the output signal of the the vehicle-speed sensor 10 for measuring the vehicle speed; a first memory means 109c for storing voltage values to be imposed on the motor 13 which are predetermined by the vehicle speed and the steering torque; a motor-voltage determining means 109d adapted to read out from the first memory means 109c an appropriate voltage value corresponding to the measured steering torque and the measured vehicle-speed for determining the voltage to be imposed on the motor 13; a second memory means 109e for storing current values to be supplied to the first electromagnetic sliding clutch 14 which are predetermined by the vehicle speed and the steering torque; a clutch-current determining means 109f adapted to read out from the second memory means 109e an appropriate current value corresponding to the measured steering torque and the measured vehicle-speed for determining the current to be supplied to the first electromagnetic sliding clutch 14; a motor-voltage controlling means 109g for controlling the voltage imposed on the motor 13 in accordance with the output of the motor-voltage determining means 109d; a clutch-current controlling means 109h for controlling the current supplied to the first electromagnetic sliding clutch 14 in accordance with the output from the clutch-current determining means 109f; and a clutch controlling means 109i for controlling the second electromagnetic switching clutch 17 in a manner such that the second clutch 17 is switched off when the vehicle speed increases above a prescribed level, and switched on when the vehicle speed decreases below the prescribed level. As illustrated in Fig. 3, the first memory means 109c comprises: a first reduction-ratio storage means 209a for storing first predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a first control-torque calculating means 209b for calculating a first appropriate control torque by multiplying the measured steering torque by the corresponding first reduction ratio, whereby the motor-voltage determining means 109d determines an appropriate level of motor voltage based on the first calculated control torque. Also, the second memory means 109e comprises: a second reduction-ratio storage means 209c for storing second predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a second control-torque calculating means 209d for calculating a second appropriate control torque by multiplying the measured steering torque by the corresponding second reduction ratio, whereby the clutch-current determining means 109f determines an appropriate level of clutch current based on the second calculated control torque. Now, the operation of the power steering system of this embodiment will be described with reference to Figs. 1 through 8. First, the case in which a vehicle is stationary or standing still will be considered. In this case, when the key switch 12 is first turned on to start the engine, the electromagnetic clutch 17 is automatically actuated to place the second pinion 18 into mechanical coupling with the worm wheel 16. In this state, when the steering wheel 1 is turned by an operator, the control unit 109 acts to control the operations of the motor 13 and the sliding clutch 14 in the manner as illustrated in Fig. 5 which shows a relationship between steering torque, motor voltage and clutch current. More specifically, when steering torque increases in the righthand direction to point a in Fig. 5, the motor 13 is turned on and then imposed with 100% voltage at point b . As the steering torque further increases, current begins to flow through the electromagnetic clutch 14 at point c and the intensity of the current increases logarithmically with respect to an increase in the steering torque, and reaches 100% current at point d . On the other hand, as the steering torque decreases, current flowing through the electromagnetic sliding clutch 14 begins to decrease at point d and reaches 0% current at point c . In accordance with a further decrease in the steering torque, the motor 13 is turned off at point e so that the voltage imposed on the motor 13 becomes 0% at point f . Similar to this, the motor 13 and the first electromagnetic sliding clutch 14 are controlled in the same manner when the steering torque increases or decreases in the lefthand direction. As shown in Fig. 4, the characteristic of the sliding clutch 14 is used in a range in which transmitting torque or sliding torque increases substantially in direct proportion to clutch current. Accordingly, as is clear from Fig. 5, the motor 13 is imposed with 100% voltage and energized to start rotating when steering torque increases to point a . As the steering torque further increases, current flowing through the sliding clutch 14 begins to gradually increase at point c so that the output torque transmitted from the sliding clutch 14 to the worm 15 increases gradually. As a result, auxiliary torque having an intensity corresponding to the turning force imparted to the steering wheel by an operator is transmitted from the motor 13 to the second tooth portion 6b on the rack 6 via the sliding clutch 14, the worm wheel 16, the electromagnetic clutch 17 and the second pinion 18, thereby lightening the steering operation for the operator. Now, the case in which the vehicle is travelling will be considered. In this case, as seen from Fig. 6, current flowing through the first sliding clutch 14 is controlled by the control unit 109 on the basis of the current value which is previously stored in the clutch-current storage means 109e and which is determined by the steering torque and the vehicle speed in an appropriate manner. Specifically, as shown in Fig. 6, the clutch current is determined such that it begins to rise or increase at point c and reaches 100% or full static current at point d , the rising curve becoming more gradual in accordance with an increase in the vehicle speed. Also, the starting point of the rising curve displaces from a smaller steering torque side toward a larger steering torque side in accordance with an increase in the vehicle speed. More particularly, in cases where the steering torque is assumed to be constant, the clutch current supplied to the first sliding clutch 14 is controlled to decrease in a stepwise fashion in inverse proportion to an increase in the vehicle speed. For example, the clutch current is controlled by the control torque determined by the product of the steering torque and a reduction ratio which corresponds to the vehicle speed so that it gradually decreases in a stepwise manner as illustrated in Fig. 7. Thus, the clutch current is made zero at point f even when steering torque is imparted to the steering wheel 1. When the vehicle speed further increases to point h in Fig. 7, the second electromagnetic switching clutch 17 is switched off or deenergized to release the engagement or mechanical coupling between the worm wheel 16 and the second pinion 18, thereby switching the steering system into a manual steering mode without any power assist. In this manner, the torque transmitted from the motor 13 to the rack 6 is gradually decreased in accordance with an increase in the vehicle speed under the action of the first sliding clutch 14 so that it is made zero before switching off or deenergization of the second switching clutch 17. On the other hand, as the vehicle speed decreases, the transmission torque or sliding torque of the first sliding clutch 14 begins to increase after the second switching clutch 17 is energized to mechanically couple the worm wheel 16 with the second pinion 18. As a result, the steering system can change over from the power steering mode into the manual steering mode or vice versa in an extremely smooth manner without giving rise to any feelings of unsureness or instability which would otherwise be caused by abrupt connection or disconnection of the second switching clutch 17. Also, the voltage imposed on the motor 13 is likewise controlled in the same manner as the current supplied to the first sliding clutch 14. Though not illustrated, it is possible to control either the motor voltage or the clutch current supplied to the first sliding clutch 14 alone. The above control of the power steering system can be installed simply by replacing the conventional control program of a control unit with that of the present invention without changing the general arrangement of a conventional power steering system. Accordingly, it is possible to manufacture the motor-driven power steering system of the present invention at low cost.

Claims: A motor-driven power steering system for a vehicle having a steering wheel operatively connected with steerable road wheels so that the steering wheel is turned by an operator to appropriately steer the steerable road wheels, the system comprising torque sensor means (3) for providing a torque signal indicative of torque applied to the steering system by an operator, a motor (13) for power-assisting the steering motion caused by the operator through the steering wheel, a control unit (9) for providing a control signals in dependence upon the torque signal and the speed of the vehicle, and switching clutch means (17) for coupling or decoupling the transmission of the power-assisting force in dependence upon the speed of the vehicle, characterised in that a further clutch means (14) is provided for controlling transmission of power-assisting forces from the motor (13) to the steerable road wheels, the further clutch means (14) being controlled in dependence upon the control signal (2) provided by the control unit (9). A motor-driven power steering system according to claim 1, comprising a vehicle-speed sensor (10) for detecting the vehicle speed to generate an output signal representative of the detected vehicle speed, wherein: the motor (13) is adapted to be energized by a battery (11); the switching clutch means (17) is in the form of an electromagnetic switching clutch adapted to be switched off for interrupting the transmission of the power-assisting force from the motor (13) toward the steerable road wheels when the vehicle speed increases above a prescribed level, and switched on for transmission of the power-steering force therebetween when the vehicle speed decreases below the prescribed level; and the further clutch means (14) is in the form of an electromagnetic sliding clutch for controlling the power-assisting force transmitted from the motor (13) to the steerable road wheels; the control unit (109) is adapted to receive output signals from the torque sensor (3) and the vehicle-speed sensor (10) for controlling the operations of the motor (13) and the further clutch means (14) in a manner such that the power-steering force transmitted from the motor (13) to the steerable road wheels through the sliding clutch (14) is gradually decreased before the switching clutch means (17) is switched off, and gradually increased after the switching clutch means (17) is switched on. A motor-driven power steering system for a vehicle as set forth in claim 2, wherein the power-assisting force transmitted from the motor (13) to the steerable road wheels through the sliding clutch (14) is gradually decreased or increased in inverse proportion to the vehicle speed. A motor-driven power steering system for a vehicle as set forth in claim 3, wherein the power-assisting force transmitted from the motor (13) to the steerable road wheels through the sliding clutch (14) is gradually decreased or increased in a stepwise fashion. A motor-driven power steering system for a vehicle as set forth in claim 2, wherein the control unit (109) comprises: a steering-torque measuring means (109a) adapted for receiving the output signal of the torque sensor (3) for measuring the operator-induced steering torque; a vehicle-speed measuring means (109b) adapted for receiving the output signal of the vehicle-speed sensor (10) for measuring the vehicle speed; a memory means (109e) for storing current values to be supplied to the sliding clutch (14) which are predetermined by the vehicle speed and the steering torque; a clutch-current determining means (109f) adapted for reading out from the memory means (109e) an appropriate current value corresponding to the measured steering torque and the measured vehicle-speed for determining the current to be supplied to the sliding clutch (14); and a clutch-current controlling means (109h) for controlling the current supplied to the sliding clutch (14) in accordance with the output from the clutch-current determining means (109f). A motor-driven power steering system for a vehicle as set forth in claim 2, wherein the control unit (10) comprises: a steering-torque measuring means (109a) adapted for receiving the output signal of the torque sensor (3) for measuring the operator-induced steering torque; a vehicle-speed measuring means (109b) adapted for receiving the output signal of the vehicle-speed sensor (10) for measuring the vehicle speed; a memory means (109c) for storing voltage values to be imposed on the motor (13) which are predetermined by the vehicle speed and the steering torque; a motor-voltage determining means (109d) adapted for reading out from the memory means (l09c) an appropriate voltage value corresponding to the measured steering torque and the measured vehicle-speed for determining the voltage to be imposed on the motor; and a motor-voltage controlling means (109g) for controlling the voltage imposed on the motor in accordance with the output of the motor-voltage determining means (109d). A motor-driven power steering system for a vehicle as set forth in claim 6, wherein the control unit (109) comprises: a second memory means (109e) for storing current values to be supplied to the sliding clutch (14) which are predetermined by the vehicle speed and the steering torque; a clutch-current determining means (109f) adapted for reading out from the second memory means (109e) an appropriate current value corresponding to the measured steering torque and the measured vehicle-speed for determining the current to be supplied to the sliding clutch; and a clutch-current controlling means (109h) for controlling the current supplied to the sliding clutch (14) in accordance with the output from the clutch-current determining means. A motor-driven power steering system for a vehicle as set forth in claim 5 or claim 6, wherein the memory means (109e) comprises: a reduction-ratio storage means (209c) for storing predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a control-torque calculating means (209d) for calculating an appropriate control torque by multiplying the measured steering torque by the corresponding reduction ratio, whereby the clutch-current determining means (109f) determines an appropriate level of clutch current based on the calculated control torque. A motor-driven power steering system for a vehicle as set forth in claim 7, wherein the first memory means (109c) comprises: a first reduction-ratio storage means (109a) for storing first predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a first control-torque calculating means (109b) for calculating a first appropriate control torque by multiplying the measured steering torque by the corresponding first reduction ratio, whereby the motor-voltage determining means (109d) determines an appropriate level of motor voltage based on the first calculated control torque; and wherein the second memory means (109e) comprises: a second reduction-ratio storage means (209c) for storing second predetermined reduction ratios of the steering torque with respect to the vehicle speed; and a second control-torque calculating means (209d) for calculating a second appropriate control torque by multiplying the measured steering torque by the corresponding second reduction ratio, whereby the clutch-current determining means (109f) determines an appropriate level of clutch current based on the second calculated control torque. A motor-driven power steering system according to any one of claims 2 to 9, comprising: a first pinion (5) operatively connected with a steering shaft (2) and adapted to be driven by the steering wheel (1) through the intermediary of the steering shaft; a rack (6) operatively connected through tie rods (8a,8b) with a pair of steerable road wheels and having a first rack tooth portion (6a) and a second rack tooth portion formed (6b) thereon, the first rack tooth portion being in meshing engagement with the first pinion; a second pinion (18) being in meshing engagement with the second rack tooth portion on said rack; wherein: the motor is operatively connected through a speed-reduction gear (R) with the second pinion (18) for power assisting the steering motion of the rack induced by the operator through the intermediary of the steering wheel, the steering shaft (2), the first pinion (5) and the first rack tooth portion; the sliding clutch (14) interposed between the motor and the second pinion (18) being operative for transmitting power therebetween substantially in proportion to the intensity of current supplied thereto; and the switching clutch (17) interposed between the motor and the second pinion (18) being operative for selectively disconnecting the operative connection between the motor and the second pinion (18) when the vehicle speed increases above said prescribed level and establishing the operative connection therebetween when the vehicle speed decreases below said prescribed level.

Inventors: KOHGE, SHINICHI C/O HIMEJI SEISAKUSHO OF, MORISHITA, MITSUHARU C/O HIMEJI SEISAKUSHO OF, TERAUCHI, KOJI
Applicants: MITSUBISHI DENKI KABUSHIKI KAISHA
Application year: 1987
Main classification: B62D5
IPC codes: B62D5