Power steering apparatus for motor vehicle and method for making the same

Abstract: A motor vehicle power steering gear (10) has a proportional control valve with a cylindrical valve member riding (49) rotatably on a spool shaft (28) and connected thereto through a torsion rod (34). Electromagnetic apparatus for varying the magnitude of the effective restoring torque of the torsion rod (34) comprises a stationary exciting coil (60), an extension (70) of the cylindrical valve member (49) having a plurality of outwardly facing teeth (74) and an outer pole member (80) fixed on the spool shaft (28) for rotation therewith and having an equal plurality of opposing inwardly facing teeth (88), the teeth defining an air gap (92) axially beside the coil (60). The cylindrical valve member (49) is formed with a pair of sleeve surfaces (50A,51A) for riding on the spool shaft surface with a small controlled clearance providing a hydraulic seal; and faces of the teeth of the cylindrical valve member and outer pole member are both machined after formation of the members for accurate control of the radial distance thereof from the spool shaft surface and thus of the air gap. This permits air gap minimization for increased torque output. The torque output is also increased by the use of a 2:1 ratio of the circumferential tooth spacing relative to tooth width.

Description: Technical Field The technical field of this invention is automotive power steering apparatus having an electromagnetic control apparatus of the variable reluctance type for varying the driver steering effort required to produce a given level of power assist. Background of the Invention U.S. 5,070,956 A, that forms the closest priort art according to the preamble of claim 1 describes a hydraulic power assist steering system having conventional relatively rotatable spool and valve body elements coupled to a vehicle steerable wheel and steering wheel for regulation of a hydraulic steering assist boost pressure, a torsion bar creating a mechanical centering torque between the spool and valve body elements, and an integral electromagnetic mechanism which defines an additional coupling of variable resilience between the spool and valve body elements for adjusting driver steering effort required to produce a given level of power assist. The integral electromagnetic mechanism comprises a stationary flux conducting element 136 (reference numerals refer to US 5 070 956 A), rotary flux conducting elements 130, 132 supported for rotation with each of the spool and valve body elements and a stationary exciting coil disposed radially outside the rotary flux conducting elements and magnetically coupled thereto through the stationary flux conducting element to provide a flux path through the flux conducting elements and through air gaps therebetween. The rotary flux conducting elements each have an equal number of teeth projecting into the gap toward the other element to vary the reluctance of the air gap upon relative rotation. No permanent magnet is used. When the exciting coil is energized with direct current, the teeth of each rotary element define electromagnetic poles which interact with the poles of the other element. The electromagnetic poles are oriented such that, when the spool and valve body elements are centered, with no torque in the torsion bar, the poles are radially aligned. This produces an attractive magnetic force between the poles and a positive magnetic centering torque when there is relative rotational displacement of the spool and valve body elements, which torque tends to restore the assembly to the centered position. The magnitude of the restoring torque depends on the magnitude of electric current provided through the exciting coil. Structurally, one of the rotary elements is rotationally fixed to an inboard end of the spool element and the other, which circumferentially surrounds the one, is fixed to a pinion gear, which is fixed to an inboard end of the torsion bar and the valve body element. This structure would provide four significant air gaps in the magnetic flux circuit were it not for the stationary flux conducting element, which reduces the number of significant air gaps to three. However, the stationary flux conducting element also provides a parasitic flux path between extension 140 and rotary flux conducting element 132 which bypasses rotary flux conducting element 130 and which may significantly reduce the torque. The exciting coil is disposed circumferentially around the outermost of the rotary elements; and this increases the diameter of the housing, which must fit in a crowded engine compartment. There is an approximately 1:1 ratio between the circumferential width of the teeth and the spacing between the teeth on the rotary elements. Summary of the Invention The power steering apparatus of this invention is an improvement on that of the prior art described above, the improved design providing a smaller diameter package and an increased peak restoring torque. In the power steering apparatus of this invention, the external diameter of the apparatus is reduced by locating the relatively rotatable teeth of the variable reluctance type torque adjustment apparatus axially beside the exciting coil; and the smaller diameter housing fits more easily into a crowded engine compartment. In addition, the inner set of teeth is formed on an extension of the valve body projecting through the exciting coil; and the outer set of teeth is formed on an outer pole member mounted on the spool shaft. This provides three air gaps without the necessity for the stationary flux conducting element and thus eliminates a part and a parasitic flux path to decrease cost and increase peak restoring torque. Furthermore, a hub portion of the outer pole member which supports the outer set of teeth on the spool shaft is non-magnetic to reduce leakage flux bypassing the variable air gap. In a preferred embodiment, the variable air gap between the teeth may be accurately controlled and minimized by a manufacturing process in which a cylindrical valve member having one plurality of teeth and an outer pole member having a matching and opposed plurality of teeth, both of which ride on the spool shaft, are each formed completely before tooth finishing so that the tooth faces of each can be accurately radially referenced to the outer cylindrical surface of the spool shaft when the members are assembled thereon. The resulting apparatus can be provided with a very small air gap between the teeth in their aligned position, so that the variation in reluctance with rotation of one plurality of teeth with respect to the other is increased. Furthermore, in a preferred embodiment, the torque may be further increased by forming the teeth of each plurality with a circumferential tooth spacing/width ratio of substantially 2:1. The resulting apparatus has increased maximum electromagnetic torque output, as compared with prior art devices having a typical 1:1 ratio, since the teeth are able to move completely clear of the opposing teeth without substantially interacting with neighboring opposing teeth and are thus able to further increase the range in reluctance. Brief Description of the Drawings FIG. 1 is a longitudinal sectional view of a motor vehicle power steering gear according to this invention. FIG. 2 is a section view taken along line 2-2 in FIG. 1 with no rotation between the inner and outer teeth. FIG. 3 is a section view taken along line 2-2 in FIG. 1 with a 4.5 degree rotation between the inner and outer teeth. Description of the Preferred Embodiment A variable effort motor vehicle power steering gear 10 according to this invention is disposed within a two piece housing 12 comprising a rack housing 14 and a generally cylindrical valve housing 15. A pinion head 18 having a plurality of gear teeth 20 thereon is rotatably supported in rack housing 14 by a roller bearing 22 at an outboard end and a sleeve bearing 24 at an inboard end. A rack bar 26 having a plurality of rack teeth meshing with the gear teeth 20 on the pinion head is supported in the rack housing 14 for movement perpendicular to the pinion head in response to rotation thereof. The ends, not shown, of rack bar 26 are connected to steerable wheels of the motor vehicle in a conventional manner. Valve housing 15 has a small diameter portion 16 at an inboard end and a large diameter portion 17 at an outboard end thereof. A tubular spool shaft 28 of the steering gear protrudes into valve housing 15 through a cover 30 and annular fluid seal 31 on the outboard end thereof and extends through large diameter portion 17 and into small diameter portion 16. Spool shaft 28 is supported on cover 30 by a bearing assembly 32 and is provided with an internal axial bore 29. A proportional control valve in valve housing 15, similar to the valve described in U.S. Patent No. 4,454,801, includes a torsion rod 34 within bore 29 of spool shaft 28. A serrated inboard end 36 of the torsion bar protrudes beyond a corresponding end 38 of the spool shaft within the small diameter portion of valve housing 15 and is force fitted in a bore at the bottom of a counterbore 40 in pinion head 18. An outboard end 42 of torsion rod 34 is connected to an outboard end 44 of spool shaft 28 by a pin 46. Outboard end 44 of spool shaft 28 is connected to a manual steering wheel, not shown, of the motor vehicle for rotation therewith as a unit. A lost motion connection in counterbore 40 allows twist (e.g. about 7 degrees) in torsion rod 34 and relative angular movement between pinion head 18 and spool shaft 28. A cylindrical valve member comprises a valve body 48 which surrounds a spool valve portion 33 of spool shaft 28 within small diameter portion 16 of valve housing 15 and is rotatably supported thereon by a pair of sleeves 50 and 51; and a pair of radial pins 52 at the inboard end of valve body 48 fixes valve body 48, and thus cylindrical valve member 49, for rotation with pinion head 18, whereby cylindrical valve member 49 is coupled to the steerable wheels of the vehicle for rotation with steering rotation of the latter. Cylindrical valve member 49 is also coupled, via pins 52 and pinion head 18, with the inboard end of torsion rod 34. Torsional flexure of torsion rod 34 thus produces relative rotation between cylindrical valve member 49 and spool shaft 28; and this relative rotation opens and closes various orifices defined between cylindrical valve member 49 and spool shaft 28 to regulate the pressure of fluid from a power steering pump, not shown, to a steering assist fluid motor, also not shown. Details of the structure and operation of the fluid pressure regulation can be found in the prior art, including the previously mentioned Patents No. 4,454,801 and 5,492,191; however, this structure and operation is merely background and environment; its precise nature is not relevant to the understanding of this invention, except to note that, the more cylindrical valve member 49 is rotated, in either direction, from a center position wherein torsion rod 34 is unflexed, the greater will be the differential fluid pressure and consequent steering assist force in the corresponding direction. The electromagnetic structure of power steering gear 10 comprises a coil 60 wound in an insulating bobbin 62 and retained in axial orientation at the inner end of large diameter portion 17 of valve housing 15. An extension member is pressed onto sleeve 51 so as to form an outboard extension 70 thereof, so that valve body 48, outboard extension 70 and sleeves 50 and 51 together form the cylindrical valve member 49 which is supported by sleeves 50 and 51 for rotation as a unit on an outer cylindrical surface 27 of spool shaft 28. Outer pole member 80 is affixed by plastic injection 82 to outer cylindrical surface 27 of spool shaft 28 and rotates as one therewith. Thus, relative rotation between spool shaft 28 and cylindrical valve member 49 produces corresponding relative rotation between cylindrical valve member 49, with its outboard extension 70, and outer pole member 80. Outboard extension 70 of cylindrical valve member 49 comprises a hub portion 72 extending axially in the outboard direction through coil 60 from valve body 48, to which it is coupled for rotation. A tooth portion 73 of outboard extension 70 extends radially outward from the outboard end of hub portion 72 along the outboard side of coil 60 and ends in a plurality (26 in this embodiment, although 24 may be preferred) of radially outwardly projecting teeth 74 disposed axially adjacent coil 60. Outer pole member 80 is provided with a non-magnetic hub portion 84 and a magnetic tooth portion 86. Hub portion 84 extends radially outward from spool shaft 28 on the outboard side of, and radially beyond, outboard extension 70 of cylindrical valve member 49; and tooth portion 86 extends axially toward coil 60 from the radially outer end of hub portion 84. As seen in FIG. 2, tooth portion 86 is positioned radially outward from, and around, tooth portion 73 of outboard extension 70 and is provided with an identical plurality of projecting teeth 88, each of which is directed radially inwardly toward a corresponding one of radially outwardly projecting teeth 74. Each tooth 88 has a radial end circumferentially spanning substantially half or less the circumferential angle between that tooth and the next adjacent tooth 88 on either side of it; and similarly for teeth 74. In this embodiment, the teeth span a circumferential angle of about 4.5 degrees and are separated by an angle of about 9 degrees (10.5 degrees with 24 teeth). Teeth 88 are individually aligned with teeth 74 in the rotational position of outboard extension 70 and pole member 80 shown in FIG. 2, which corresponds to a center position of valve body 48 relative to spool shaft 28 in which no torque is exerted across torsion rod 34. Valve housing 15 is made of a magnetic material such as malleable cast iron. Valve body 48 of cylindrical valve member 49 is made of a magnetic material such as steel. Outboard extension 70 of cylindrical valve member 49 is made of magnetic phosphorus powdered iron in a powdered metal process, as is tooth portion 86 of outer pole member 80. Hub portion 84 of outer pole member 80 is made of a stiff, non-magnetic material such as stainless steel. Cover 30 is made of a non-magnetic material such as aluminum. A magnetic flux circuit is thus defined around coil 60 as shown by the dashed line through the large diameter portion 17 of the valve housing to the left and outside of coil 60 in FIG. 1, across a radially outer air gap 90 between valve housing 15 and tooth portion 86 of outer pole member 80, through tooth portion 86 and teeth 88, across the air gap 92 between teeth 88 and opposing teeth 74 of cylindrical valve member 49 and through hub portion 72 and valve body 48 of cylindrical valve member 49 back to valve housing 15 through an air gap therebetween. Since hub portion 84 of outer pole member 80 and cover 30 are non-magnetic, there is no significant leakage flux therethrough bypassing the air gaps; and this concentrates the maximum flux generated by current in coil 60 across these air gaps. In addition, since teeth 74 and 88 are radially rather than axially disposed relative to each other, magnetic forces between cylindrical valve member 49 and spool shaft 28 are radial and circumferential; and this minimizes axial loads therebetween. The electromagnetic structure of power steering gear 10 operates as a variable reluctance torque generator. There are no permanent magnets; and the only magnetic flux is that generated by an electric current provided through coil 60. This flux is concentrated in the magnetic material around the magnetic circuit described above, with low fringing and leakage flux and with three significant air gaps in series. The radially outer air gap 90, between valve housing 15 and tooth portion 86 of outer pole member 80, does not vary significantly with relative rotation of the teeth. The other air gap 92 between opposing faces 75 and 89 of teeth 74 and 88, comprises the plurality of parallel air gaps between opposing teeth 74 and 88; and this varies with relative rotation of the teeth. In the centered or zero torque relative position of spool shaft 28 and torsion rod 34, teeth 74 of outboard extension 70 are aligned with teeth 88 of pole member 80, as shown in FIG. 2. In this position, the air gaps between the teeth are minimized. FIG. 3 shows the teeth rotated relative to one another by 4.5 degrees. In this position, the radial ends of opposing teeth 74 and 88 have moved just beyond one another; and the air gaps therebetween, and the thus the total reluctance of the magnetic circuit, are effectively much larger. With a constant current in coil 60, a torque is generated between outboard extension 70 and outer pole member 80 which attempts to reduce the total reluctance; and this torque is a restoring torque which attempts to rotate the apparatus back toward the position of FIG. 2. The restoring torque increases with rotational angle from zero degrees of FIG. 2 to the 4.5 degrees of FIG. 3 since, with the 2:1 spacing between adjacent teeth, there is still a full tooth width distance between a tooth on one member and the next tooth in the direction of rotation on the other member and therefore little reduction in torque therefrom. The apparatus is designed to work entirely in this range from zero to 4.5 degrees rotation in each direction from the center position. The maximum or peak restoring torque of the device with rotation is achieved with the smallest possible minimum air gap 92 between faces 75 and 89 of teeth 74 and 88, respectively. To control the critical air gap between teeth 74 and 88, members 50, 51, 48 and 70 are assembled into cylindrical valve member 49 before the faces of teeth 74 are machined to provide an accurately controlled radial dimension between radially inner surfaces 50A and 51A of sleeves 50 and 51, respectively, and the radially outer faces 75 of teeth 74; and a carefully controlled radial difference is thus obtained between tooth faces 75 and radially inner surfaces 50A and 51A. Cylindrical valve member 49 does not rotate with spool shaft 28 but rides on it by means of sleeves 50 and 51. The inner surfaces 50A and 51A of these sleeves are provided with a radial clearance of 0.006 mm (0.00025 inch) with respect to the outer radial surface of spool shaft 28 so as to allow non-binding relative rotation but form a liquid seal for the hydraulic fluid in the valve. Outer pole member 80 is formed into a single unit before the radially inner faces 89 of teeth 88 are machined; and this, along with its solid metal structure, produces a carefully controlled radial distance between these tooth faces and the radially inner surface 85 which is closely fitted on outer cylindrical surface 27 of spool shaft 28. Thus, since each of tooth faces 75 is at a carefully controlled radial distance from inner surfaces 50A and 51A of cylindrical valve member 49, each of tooth faces 89 is at a carefully controlled radial distance from inner surface 85 of outer pole member 80, and inner surfaces 50A, 51A and 85 are all adjacent outer cylindrical surface 27 of spool shaft 28, the radial distance between tooth faces 75 and 89 can be carefully controlled for a minimum air gap 92 therebetween, subject to the larger of clearances between inner surfaces 50A/51A of cylindrical valve member 49 and inner surface 85 of outer pole member 80 relative to outer cylindrical surface 27 of spool shaft 28. There is a clearance of 0.025 mm between outer pole member 80 and spool shaft 28 when they are fixed to each other; and the sum of this clearance and the 0.006 mm clearance between cylindrical valve member 49 and spool shaft 28 produces a total tolerance of 0.031 mm, which permits the minimum radial size of air gap 92 to be reliably controlled to the range of 0.127-0.204 mm (0.005-0.008 inch) for high peak torque capability. The peak torque capability is further increased by the relative circumferential size and spacing of the teeth. For maximum effect, the angular circumferential width of a tooth should be about equal to the unidirectional rotational range of the apparatus from the center position, so that opposing inner and outer teeth just clear each other at the maximum rotation. Thus, the number of teeth will be inversely proportional to the desired spacing between them. It has been found that, for a given diameter of the air gap and angular rotational range, peak torque increases with the number of teeth, up to a maximum, and then falls. This maximum is reached when the teeth are sufficiently close together that a tooth starts interacting with more than one of the opposing teeth at once. Such multiple interactions reduce the total change in reluctance with relative rotation of the teeth. The tooth spacing/width ratio of this maximum has been found to be about 2:1. In the prior art, the tooth spacing is generally about as wide as the tooth width, for a ratio of 1:1. In such an arrangement, one of teeth 74, for example, would start to interact with a neighbor of the opposing tooth 88 before it completely cleared the opposing tooth 88; and the variation in reluctance would thus be reduced. At the 2:1 ratio, a tooth 74 is still a complete tooth width away from the neighbor of the opposing tooth 88 at the time the opposing tooth 88 is cleared; and the adjacent tooth interaction is minimal. The difference in reluctance between this rotational position and the center position is greater with no tooth interaction; and this produces a greater peak torque. At ratios greater than 2:1, no significant additional gain is achieved relative to adjacent tooth interaction. In addition, at ratios substantially greater than 2:1, more of the magnetic field is concentrated in each tooth, due to the smaller number; and saturation effects can decrease the peak torque.

Claims: A vehicle power steering apparatus (10) comprising, in combination: a cylindrical housing (15) made of a magnetic material and having a small diameter portion (16) at an inboard end thereof and a large diameter portion (17) at an outboard end thereof; a spool shaft (28) extending from the outboard end of the housing through the large diameter portion (17) thereof and into the small diameter portion (16) thereof and having an outboard end (44) coupled to a vehicle steering wheel for rotation therewith, an internal bore (29) and an outer cylindrical surface; a torsion rod (34) having an outboard end (42) coupled to the outboard end (44) of the spool shaft (28) for rotation therewith and extending through the bore (29) to an inboard end within the small diameter portion (16) of the housing (15), the inboard end (36) of the torsion rod (34) being coupled to a vehicle wheel for steering rotation therewith; a magnetic cylindrical valve member (49) surrounding a spool valve portion (33) of the spool shaft (28) within the small diameter portion (16) of the housing (15), the cylindrical valve member (49) having an inboard end coupled to the inboard end (36) of the torsion rod (34) for rotation therewith and being rotatable relative to the spool valve portion (33) of the spool shaft (28) to vary valve openings therebetween for the metering of a power steering fluid assist boost pressure, the cylindrical valve member (49) having a pair of axially separated internal sleeve portions riding on the outer cylindrical surface of the spool shaft with a radial clearance therebetween sufficiently small to allow relative rotation therebetween but form a hydraulic seal therewith; an electric coil (60) disposed at the inboard end of the large diameter portion (17) of the housing; characterised in that the cylindrical valve member (49) has an extension comprising a hub portion (72) extending axially therefrom through the electric coil (60) toward the outboard end of the housing and a tooth portion extending radially outward along the outboard side of the electric coil (60) and ending in a first plurality of teeth (74) extending radially outwardly and ending in tooth faces (75); an outer pole member (80) has a non-magnetic hub portion (84) affixed to the outer surface of the spool shaft (28) for rotation therewith and extending radially outwardly on the outboard side of and radially beyond the tooth portion (74) of the cylindrical valve member (49) and a magnetic tooth portion (86) extending axially from the non-magnetic hub portion (84) in the inboard direction toward the electric coil (60) and between the first plurality of teeth (74) and the large diameter portion (17) of the housing (15), the magnetic tooth portion (86) comprising a second plurality of teeth (88) equal in number to and projecting radially inwardly toward the first plurality of teeth (74) and ending in tooth faces (89) opposing the tooth faces (75) of the first plurality of teeth (74), whereby an air gap is provided between the opposing tooth faces (75, 89) of the first (74) and second (88) pluralities of teeth axially adjacent the electric coil (60) and coupled magnetically with the housing (15) in a magnetic circuit surrounding the electric coil (60); and the radial clearance between the internal sleeve portions (50, 51) of the valve body and the outer cylindrical surface of the spool shaft (28) is significantly smaller than the air gap so that the opposing tooth surfaces of the first (74) and second (88) pluralities of teeth are accurately located radially relative to the outer surface of the spool shaft (28) and thus relative to each other for air gap minimization. The vehicle power steering apparatus of claim 1 in which, for each of the first (74) and second (88) pluralities of teeth, each tooth has a circumferential width substantially no greater than one half the spacing between circumferentially adjacent teeth. The method of making a power steering valve apparatus (10) of the type having a spool shaft (28) with an outer cylindrical surface supported in a housing (15), a magnetic cylindrical valve member (49) supported for relative rotation on the outer cylindrical surface of the spool shaft (28) and connected thereto through a torsion rod (34), an outer pole member (80) affixed to the outer cylindrical surface of the spool shaft (28) for rotation therewith and an exciting coil (60) disposed stationary within the housing (15), comprising the steps of: forming the cylindrical valve member (49) with a pair of internal sleeve surfaces (50A, 51A) adapted for forming hydraulic seals with the cylindrical outer surface of the spool shaft (28) and an axial extension (72) provided with a plurality of radially outwardly directed teeth (74) with radially outer tooth faces (75); after formation of the cylindrical valve member (49), machining the radially outer tooth faces (75) to provide a controlled radial distance between the outer tooth faces (75) and the internal sleeve faces (50A, 51A); forming the outer pole member (80) with a non-magnetic hub portion (84) having an inner mounting surface (85) and a magnetic axial extension (86) having a matching plurality of radially inwardly directed teeth (88) having inner tooth faces (89); after formation of the outer pole member (80), machining the inner tooth faces (89) to provide a controlled radial distance between the inner tooth faces (89) and the inner mounting surface (85); assembling the cylindrical valve member (49) on the spool shaft (28) with the outer tooth faces (75) axially beside the exciting coil (60); assembling the outer pole member (80) on the spool shaft (28) with the inner tooth (89) faces axially beside the exciting coil (60) and aligned with the outer tooth faces (75); and fixing the outer pole member (80) to the spool shaft (28) with the inner (89) and outer tooth faces (75) aligned and a predetermined torque in the torsion rod (34), whereby an air gap (92) is formed between the inner (89) and outer (75) tooth faces having a radial dimension controlled by the controlled radial distance of each tooth face to the outer cylindrical surface (50A, 51A, 85) of the spool shaft (28). The method of claim 3 in which the step of forming the cylindrical valve member further comprises the steps of: forming a cylindrical valve body (48); forming an extension member (72) with the plurality of radially outwardly directed teeth (74); forming a pair of sleeve members (50, 51), each having one of the pair of internal sleeve surfaces; and joining the extension member (72) and sleeve members (50, 51) to the cylindrical valve body (48).

Inventors: BIRSCHING JOEL EDWARD, PERRY THOMAS ARTHUR, RICHARDSON MICHAEL PAUL, BIRSCHING, JOEL EDWARD, PERRY, THOMAS ARTHUR, RICHARDSON, MICHAEL PAUL
Applicants: DELPHI TECH INC, DELPHI TECHNOLOGIES, INC.
Application year: 1997
Main classification: B62D5
IPC codes: B62D5, B62D6