Intermediate shaft for vehicle steering device

Abstract

A vehicle steering device intermediate shaft according to the present invention includes: a yoke tube; and a yoke shaft, one end of which is inserted into one end of the yoke tube and is movable in the axial direction of the yoke tube; a plurality of crimped portions for absorbing impact are formed in the axial direction of the other end of the yoke shaft; and the plurality of crimped portions are recessed inward from the outer peripheral surface of the other end of the yoke shaft, thereby improving the impact absorption performance at the time of a vehicle collision.

Description

Technical Field

[0001] The present invention relates to an intermediate shaft for a vehicle steering system, and more specifically, to an intermediate shaft for a vehicle steering system having multiple pleats for absorbing shock. Background Technology

[0002] Typically, the steering wheel, which constitutes the vehicle's steering mechanism, is located from the driver's seat inside the vehicle's interior to the front.

[0003] The steering wheel is a structure that the driver grips and rotates to adjust the vehicle's direction of travel. Specifically, the driver rotates the steering wheel to the left to adjust the vehicle's direction of travel, and to the right to adjust it.

[0004] The steering wheel is attached to the upper end of the steering shaft. A power steering device is provided on the steering gear for moving the left and right side levers to assist the steering force of the steering wheel. The lower end of the steering shaft is connected to the upper end of the power steering device through an intermediate shaft.

[0005] Since the intermediate shaft is located between the steering shaft and the power steering device, it is also called the intermediate shaft, or simply the central shaft.

[0006] The intermediate shaft is composed of a yoke tube and a yoke shaft. The yoke tube is hollow at one end, and the yoke shaft is inserted into the hollow of the yoke tube at one end so that the yoke tube can move in the axial direction. The yoke shaft or the yoke tube can absorb vibration and impact while moving in the axial direction.

[0007] Korean Patent Publication No. 10-0569463 (April 7, 2006) (hereinafter referred to as "Prior Art") discloses an impact absorbing device for a vehicle steering column, which has a support tube equivalent to the yoke tube and a lower shaft equivalent to the yoke shaft.

[0008] Regarding the aforementioned prior art, a vehicle steering column comprises a steering wheel mounted on the upper end of an upper axle, a lower axle at the lower end, a sealing cover on one side of the upper axle, a bent plate attached adjacent to the connection between the upper and lower axles, and a support tube internally connected to the lower axle. A bellows, connected to a universal connection on one side, is provided at the front end of the support tube, such that the bellows has a diameter sufficient to prevent interference with the lower axle when it moves in the axial direction. A support frame is located at a predetermined position on the outer side, and a protrusion is formed on the vehicle body to allow the lower axle to collide with the support frame during impact movement.

[0009] However, the existing technology absorbs the impact by deforming the corrugated part of the bellows during a vehicle collision. However, since the corrugated part is formed in a protruding shape on the outer circumference of the bellows, there is a problem that the corrugated part is stuck by surrounding components and is not easy to deform during a vehicle collision.

[0010] In addition, the existing technology has a problem that the pleats are formed in a protruding shape on the outer circumferential surface of the bellows. Therefore, in order to prevent the pleats from being stuck by surrounding parts during a vehicle collision, the pleats need to be formed in a simple shape, which also limits the impact absorption performance of the pleats. Summary of the Invention

[0011] (The problem to be solved)

[0012] The technical challenge of this invention is to provide an intermediate shaft for a vehicle steering device that does not protrude outward to form multiple folds, that is, it absorbs part of the impact while deforming due to the impact during a vehicle collision, and the multiple folds can be formed into various shapes to improve impact absorption performance.

[0013] The technical issues of this invention are not limited to those mentioned above, and those skilled in the art to which this invention pertains can clearly understand other issues from the following description.

[0014] (Solutions)

[0015] To achieve the aforementioned objective, the intermediate shaft for a vehicle steering device according to the present invention comprises a yoke tube and a yoke shaft. The yoke shaft has one end inserted into one end of the yoke tube and is movable in the axial direction relative to the yoke tube. At the other end of the yoke shaft, a plurality of shock-absorbing pleats are formed along the axial direction. These pleats are formed by recessing the outer peripheral surface of the other end of the yoke shaft inwards.

[0016] The outer peripheral surface of the middle part connecting the plurality of folds can be the outer peripheral surface of the other end of the yoke axis, extending straight in the axial direction.

[0017] The outer circumferential surface of the other end of the yoke and the outer circumferential surface of the middle part can have the same radius with the axis center as the center.

[0018] The plurality of folds can each be formed into a curved surface that bulges inward.

[0019] The multiple folds can each be formed into a mountain-shaped part that is sharp inward.

[0020] The plurality of folded portions can be composed of curved surfaces and mountain-shaped portions, wherein the curved surfaces are convex inwards and the mountain-shaped portions are sharp inwards at the center of the curved surfaces.

[0021] For the mountain-shaped portion, multiple mountain-shaped portions can be continuously formed in the axial direction.

[0022] The plurality of folds can be formed by a first curved surface and a second curved surface, wherein the first curved surface protrudes inward and the second curved surface protrudes inward at the center of the first curved surface.

[0023] For the second curved surface, multiple second curved surfaces can be continuously formed in the axial direction.

[0024] The intermediate shaft for a vehicle steering device according to the present invention comprises a yoke tube and a yoke shaft. The yoke shaft has one end inserted into one end of the yoke tube and is movable in the axial direction relative to the yoke tube. Multiple shock-absorbing pleats are formed along the axial direction at the other end of the yoke tube. These pleats are formed by recessing the outer circumferential surface of the other end of the yoke tube inwards.

[0025] The outer peripheral surface of the middle part connecting the plurality of folds can extend straight in the axial direction relative to the outer peripheral surface of the other end of the yoke tube.

[0026] The outer circumferential surface of the other end of the yoke tube and the outer circumferential surface of the middle part can have the same radius with the axis center as the center.

[0027] Specific details of other embodiments are included in the detailed description and accompanying drawings.

[0028] (The effect of the invention)

[0029] According to the present invention, the intermediate shaft for the vehicle steering device has a plurality of pleats formed along the axial direction on the outer peripheral surface of at least one of the yoke tube and the yoke shaft. The plurality of pleats do not protrude outward on the outer peripheral surface of the at least one, but are recessed inward on the outer peripheral surface of the at least one. Therefore, when the plurality of pleats deform due to impact during a vehicle collision, they can be easily deformed without being stuck by surrounding parts, and the plurality of pleats can be formed into various shapes, thus improving the impact absorption performance.

[0030] The effects of this invention are not limited to those mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description in the claims. Attached Figure Description

[0031] Figure 1 This is a schematic diagram illustrating a vehicle steering device including a vehicle intermediate axle according to an embodiment of the present invention;

[0032] Figure 2 It is shown Figure 1 A diagram of the yoke axis;

[0033] Figure 3 It is shown Figure 2 A longitudinal sectional view of the first embodiment of the folded portion;

[0034] Figure 4 It is shown Figure 2 A longitudinal sectional view of the second embodiment of the folded portion;

[0035] Figure 5 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the third embodiment of the folded portion;

[0036] Figure 6 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the fourth embodiment of the folded portion;

[0037] Figure 7 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the fifth embodiment of the folded portion;

[0038] Figure 8 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the sixth embodiment of the folded portion.

[0039] (Explanation of reference numerals in the attached image)

[0040] 300: Intermediate shaft; 310: Yoke tube

[0041] 320: Yoke axis; 325: Fold section Detailed Implementation

[0042] Hereinafter, an intermediate shaft for a vehicle steering device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0043] The present invention is subject to various changes and may have various embodiments, but specific embodiments are illustrated in the accompanying drawings and described in detail.

[0044] However, this should be understood as not limiting the invention to a specific embodiment, but rather encompassing all modifications, equivalents, and substitutions within the scope of the invention's concept and technology. Similar reference numerals are used for similar components in the description of the various figures.

[0045] When describing a component as "connected" or "joined" to another component, it may mean that the component is directly connected to or in contact with the other component, but it can also be understood that there may be other components in between. Conversely, when describing a component as "directly connected" or "directly joined" to another component, it should be understood that there are no other components in between.

[0046] The terminology used in this application is for illustrative purposes only and is not intended to limit the scope of the invention. Unless explicitly stated otherwise in the text, singular expressions include plural expressions. In this application, terms such as "comprising" or "having" should be understood to specify the presence of features, numbers, steps, actions, components, parts, or combinations thereof described in the specification, and do not preclude the presence or additional possibilities of one or more other features or numbers, steps, actions, components, parts, or combinations thereof.

[0047] Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. Hereinafter, the same reference numerals will be used for the same components in the drawings, and repeated descriptions of the same components will be omitted.

[0048] Figure 1 This is a schematic diagram illustrating a vehicle steering device including a vehicle intermediate axle according to an embodiment of the present invention.

[0049] Reference Figure 1 According to an embodiment of the present invention, the vehicle steering device 1 may include: a steering column 100, a steering shaft 200, an intermediate shaft 300, a power steering device 400, and a steering gear 500.

[0050] A mounting bracket may be provided on the outer periphery of the steering column 100, and the mounting bracket is combined with the vehicle body to support the steering column 100.

[0051] The steering column 100 rotatably supports the steering shaft 200. The outer circumferential surface of the steering shaft 200 is rotatably coupled to the inner circumferential surface of the steering column 100 via ball bearings. That is, the ball bearings may include an inner ring and an outer ring, with a plurality of balls arranged circumferentially between the inner ring and the outer ring, and the inner ring and the outer ring may be configured to rotate relative to each other. The inner ring is disposed on the outer circumferential surface of the steering shaft 200, and the outer ring is disposed on the inner circumferential surface of the steering column 100, thus the outer circumferential surface of the steering shaft 200 is rotatably coupled to the inner circumferential surface of the steering column 100 via the ball bearings.

[0052] The steering shaft 200 can extend vertically through the steering column 100. The upper end of the steering shaft 200 can be configured to protrude towards the upper end of the steering column 100, and the lower end of the steering shaft 200 can be configured to protrude towards the lower end of the steering column 100.

[0053] A steering wheel (not shown) can be attached to the upper end of the steering shaft 200, which is a structure that allows the driver to grip and rotate the vehicle's wheels to the left or right to steer them.

[0054] The lower end of the steering shaft 200 can be connected to the intermediate shaft 300 via the first universal joint 340. That is, the upper end of the intermediate shaft 300 can be connected to the lower end of the steering shaft 200 via the first universal joint 340.

[0055] The lower end of the intermediate shaft 300 can be coupled to the input shaft of the power steering system 400. The input shaft of the power steering system 400 is configured to protrude towards the upper end of the power steering system 400, and thus can be coupled to the lower end of the intermediate shaft 300.

[0056] The intermediate shaft 300 is composed of two parts that are movable in the axial direction, so its length in the axial direction can be changed. That is, the intermediate shaft 300 can be composed of a yoke tube 310 and a yoke shaft 320, with the upper end of the yoke shaft 320 inserted into the lower end of the yoke tube 310, thereby allowing the yoke tube 310 to move in the axial direction.

[0057] The yoke tube 310 can be hollow, and the upper end of the yoke shaft 320 can be inserted into the hollow through the lower end of the yoke tube 310. Of course, the yoke shaft 320 can also be hollow.

[0058] If vibration or impact is transmitted to the intermediate shaft 300, the upper end of the yoke shaft 320 moves in the axial direction within the yoke tube 310. Accordingly, the intermediate shaft 300 absorbs the vibration or impact transmitted to the steering wheel while its length changes in the axial direction.

[0059] The yoke tube 310 can be positioned close to the steering shaft 200, and the yoke shaft 320 can be positioned close to the power steering unit 400. However, the yoke tube 310 and the yoke shaft 320 can also be interchanged. That is, the yoke tube 310 can be positioned close to the power steering unit 400, and in this case, the yoke shaft 320 can be positioned close to the steering shaft 200. Hereinafter, the description is limited to the positions of the yoke tube 310 close to the steering shaft 200 and the yoke shaft 320 close to the power steering unit 400.

[0060] The upper end of the yoke tube 310 can be connected to the lower end of the steering shaft 200 via the first universal joint 340, and the lower end of the yoke shaft 320 can be connected to the input shaft protruding from the upper side of the power steering device 400 via the second universal joint 350.

[0061] A pinion shaft (not shown) may be protruding from the lower end of the power steering device 400. A pinion (not shown) may be formed on the outer periphery of the pinion shaft. The pinion shaft may be inserted into the housing 510 of the steering gear 500, in which state the pinion may mesh with a rack (not shown) formed on a rack rod 520, which is movably disposed inside the housing 510 of the steering gear 500.

[0062] Tie rods 530 and 540 can be connected to the left and right ends of the rack 520, respectively. Tie rods 530 and 540 may include a left tie rod 530 and a right tie rod 540, with the left tie rod 530 connected to the hub of the left wheel and the right tie rod 540 connected to the hub of the right wheel.

[0063] When the pinion shaft rotates in one direction, the rack rod 520 moves linearly to the left. Accordingly, the left tie rod 530 and the right tie rod 540 move linearly to the left and rotate to the left, respectively engaging with the wheel hubs of the left and right wheels, thereby allowing the rack to turn to the left and the left and right wheels.

[0064] Furthermore, when the pinion shaft rotates in the other direction, the rack rod 520 moves linearly to the right, thereby causing the left tie rod 530 and the right tie rod 540 to move linearly to the right and rotate to the right, respectively engaging the wheel hubs of the left and right wheels, thereby allowing the wheels to be turned to the right.

[0065] On the other hand, in order to absorb the impact during a vehicle collision, the intermediate shaft 300 may have multiple folds 325 (see reference). Figure 2 The plurality of wrinkles 325 are designed to absorb impact while deforming due to the impact. The plurality of wrinkles 325 will be described in detail below.

[0066] Figure 2 It is shown Figure 1 A diagram of the yoke axis.

[0067] In the following description, one end of the yoke 320 and the upper end of the yoke 320 can have the same meaning, the other end of the yoke 320 and the lower end of the yoke 320 can have the same meaning, one end of the yoke tube 310 and the lower end of the yoke tube 310 can have the same meaning, and the other end of the yoke tube 310 and the upper end of the yoke tube 310 can have the same meaning.

[0068] Reference Figure 1 and Figure 2 Multiple folds 325 may be formed along the axial direction at the lower end of the yoke shaft 320. Here, the lower end of the yoke shaft 320 may not be inserted into the lower end of the yoke tube 310, but may be disposed outside the yoke tube 310. Alternatively, the lower end of the yoke shaft 320 may be the portion where the second universal joint 350 is connected at the lower end.

[0069] Although not shown in the accompanying drawings, the plurality of pleats 325 may not be formed at the lower end of the yoke shaft 320, but may be formed at the upper end of the yoke tube 310. The upper end of the yoke tube 310 may be the portion where the first universal joint 340 is connected at the upper end.

[0070] Of course, multiple folds 325 can also be formed at the lower end of the yoke shaft 320 and the upper end of the yoke tube 310.

[0071] As a result, multiple pleats 325 may be formed at least one of the lower end of the yoke shaft 320 and the upper end of the yoke tube 310.

[0072] As described above, one end of the yoke shaft 320 can be inserted into one end of the yoke tube 310, and at least one of the other ends of the yoke tube 310 and the other end of the yoke shaft 320 can form a plurality of pleats 325 along the axial direction.

[0073] The multiple folds 325 are designed to absorb the impact while deforming during a vehicle collision, thereby preventing the impact from being transmitted to the steering wheel and causing the steering wheel to hit the driver.

[0074] In particular, the plurality of pleats 325 are not formed by protruding outward from the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320, but are formed by recessing inward from the outer peripheral surface of the at least one, thereby forming a groove shape.

[0075] Therefore, the multiple pleats 325 can be easily deformed when the vehicle is impacted during a collision, and will not be stuck by surrounding parts. Furthermore, the multiple pleats 325 can be formed into various shapes, thereby improving impact absorption performance.

[0076] The various shapes of the multiple folds 325 are described in detail below.

[0077] Figure 3 It is shown Figure 2 A longitudinal cross-sectional view of the first embodiment of the folded portion.

[0078] Reference Figure 3 In the first embodiment, the plurality of folded portions 325 can be respectively formed as curved portions 325A that bulge inward.

[0079] The curved surface 325A can be formed as a semi-circle that bulges inward. However, the curved surface 325A can also be formed as an arc that bulges inward.

[0080] In the first embodiment, the plurality of pleated portions 325 can be connected by an intermediate portion 326. That is, the plurality of curved portions 325A can be connected by an intermediate portion 326.

[0081] The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleats 325 in the first embodiment can extend straight in the axial direction relative to at least one of the outer peripheral surfaces of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of the intermediate portion 326 connecting the plurality of curved surfaces 325A can extend straight in the axial direction relative to at least one of the outer peripheral surfaces of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. In other words, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 can have the same radius about the axial center. Accordingly, the outer peripheral surface of the at least one can be formed into a smooth surface, thus preventing the outer peripheral surface of the at least one from being jammed by surrounding components during a vehicle collision.

[0082] Specifically, when multiple pleats 325 are formed at the lower end of the yoke 320, the outer peripheral surface of the intermediate portion 326 connecting the multiple pleats 325 can extend straight in the axial direction relative to the outer peripheral surface of the lower end of the yoke 320. That is, when multiple curved surfaces 325A are formed at the lower end of the yoke 320, the outer peripheral surface of the intermediate portion 326 connecting the multiple curved surfaces 325A can extend straight in the axial direction relative to the outer peripheral surface of the lower end of the yoke 320.

[0083] Furthermore, when multiple pleats 325 are formed at the upper end of the yoke tube 310, the outer peripheral surface of the intermediate portion 326 connecting the multiple pleats 325 can extend straight in the axial direction relative to the outer peripheral surface of the upper end of the yoke tube 310. That is, when multiple curved surfaces 325A are formed at the upper end of the yoke tube 310, the outer peripheral surface of the intermediate portion 326 connecting the multiple curved surfaces 325A can extend straight in the axial direction relative to the outer peripheral surface of the lower end of the yoke shaft 320.

[0084] In other words, when multiple folds 325 are formed at the lower end of the yoke 320, the outer peripheral surface of the lower end of the yoke 320 and the outer peripheral surface of the middle part 326 may have the same radius with the axis center as the center.

[0085] Furthermore, when multiple folds 325 are formed at the upper end of the yoke 320, the outer peripheral surface of the upper end of the yoke 320 and the outer peripheral surface of the middle portion 326 may have the same radius with the axis center as the center.

[0086] Figure 4 It is shown Figure 2 A longitudinal sectional view of the second embodiment of the folded portion.

[0087] Reference Figure 4 In the second embodiment, the plurality of pleats 325 can be formed as mountain-shaped portions 325B that are sharp inward.

[0088] The mountain-shaped part 325B can be formed by a pair of inclined parts that are closer to each other as they move inward.

[0089] In the second embodiment, the plurality of pleated portions 325 can be connected by an intermediate portion 326. That is, the plurality of mountain-shaped portions 325B can be connected by an intermediate portion 326.

[0090] The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleated portions 325 in the second embodiment can extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of the intermediate portion 326 connecting the plurality of mountain-shaped portions 325B can extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. In other words, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 can have the same radius about the axial center. Accordingly, the at least one outer peripheral surface is formed as a smooth surface, thus preventing the at least one outer peripheral surface from being jammed by surrounding components during a vehicle collision.

[0091] Figure 5 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the third embodiment of the folded portion.

[0092] Reference Figure 5 In the third embodiment, the multiple folds 325 can be formed into a combination. Figure 3 The first embodiment shown has a pleated portion 325 and Figure 4 The shape of the pleated portion 325 in the second embodiment is shown. That is, the plurality of pleated portions 325 in the third embodiment may each include a curved portion 325C and a mountain-shaped portion 325D, wherein the curved portion 325C protrudes inward and the mountain-shaped portion 325D is formed at the center of the curved portion 325C and is pointed inward.

[0093] The mountain-shaped part 325D can be formed by a pair of inclined parts that are closer to each other as they move inward.

[0094] In the third embodiment, the plurality of pleats 325 can be connected by an intermediate portion 326. The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleats 325 in the third embodiment can extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 can have the same radius centered on the axial center. Accordingly, the outer peripheral surface of the at least one can be formed as a smooth surface, thus preventing the outer peripheral surface of the at least one from being jammed by surrounding components during a vehicle collision.

[0095] Figure 6 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the fourth embodiment of the folded portion.

[0096] Reference Figure 6 In the fourth embodiment, the plurality of folds 325 can be formed as follows: Figure 5 The pleated portion 325 of the third embodiment shown is further formed into the shape of a mountain-shaped portion 325D.

[0097] That is, in the fourth embodiment, the plurality of folded portions 325 each include a curved portion 325E and a mountain-shaped portion 325F. The curved portion 325E protrudes inward, and the mountain-shaped portion 325F is formed at the center of the curved portion 325E and is pointed inward. Moreover, the mountain-shaped portions 325F are formed in pairs and continuously in the axial direction. However, more than three mountain-shaped portions 325F may also be formed, and a plurality of mountain-shaped portions 325F may be continuously formed in the axial direction.

[0098] The mountain-shaped part 325F can be formed by a pair of sloping parts that are closer to each other as they move inward.

[0099] In the fourth embodiment, the plurality of pleats 325 are connected by an intermediate portion 326. The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleats 325 in the fourth embodiment may extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 may have the same radius centered on the axial center. Accordingly, the outer peripheral surface of the at least one can be formed as a smooth surface, thus preventing the outer peripheral surface of the at least one from being jammed by surrounding components during a vehicle collision.

[0100] Figure 7 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the fifth embodiment of the folded portion.

[0101] Reference Figure 7 In the fifth embodiment, the plurality of folds 325 can be respectively composed of a first curved surface 325G and a second curved surface 325H. The first curved surface 325G protrudes inward, and the second curved surface 325H is formed by protruding inward from the center of the first curved surface 325G. The second curved surface 325H may have a smaller radius of curvature than the first curved surface 325G.

[0102] The first curved face 325G can be formed into a semi-circle. However, the first curved face 325G can also be formed into an arc shape.

[0103] In the fifth embodiment, the plurality of pleats 325 can be connected by an intermediate portion 326. The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleats 325 in the fifth embodiment can extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 can have the same radius centered on the axial center. Accordingly, the outer peripheral surface of the at least one can be formed as a smooth surface, thus preventing the outer peripheral surface of the at least one from being jammed by surrounding components during a vehicle collision.

[0104] Figure 8 It is shown Figure 2 A longitudinal sectional view and a partially enlarged view of the sixth embodiment of the folded portion.

[0105] Reference Figure 8 In the sixth embodiment, the plurality of folds 325 can be formed respectively in Figure 7 The pleated portion 325 of the fifth embodiment shown is further formed into the shape of a second curved surface 325H.

[0106] That is, the plurality of folds 325 in the sixth embodiment may each include a first curved surface 325M and a second curved surface 325N. The first curved surface 325M protrudes inward, and the second curved surface 325N is formed by protruding inward from the center of the first curved surface 325M. Moreover, the second curved surface 325N may be formed as a pair continuously in the axial direction. However, more than three second curved surface 325Ns may also be formed, with a plurality of second curved surface 325Ns continuously formed in the axial direction.

[0107] In the sixth embodiment, the plurality of pleats 325 can be connected by an intermediate portion 326. The outer peripheral surface of the intermediate portion 326 connecting the plurality of pleats 325 can extend straight in the axial direction relative to the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320. That is, the outer peripheral surface of at least one of the upper end of the yoke tube 310 and the lower end of the yoke shaft 320 and the outer peripheral surface of the intermediate portion 326 can have the same radius about the axial center. Accordingly, the outer peripheral surface of the at least one can be formed as a smooth surface, thus preventing the outer peripheral surface of the at least one from being jammed by surrounding parts during a vehicle collision.

[0108] As described above, the intermediate shaft 300 for the vehicle steering device according to an embodiment of the present invention has a plurality of pleats 325 formed along the axial direction on the outer peripheral surface of at least one of the yoke tube 310 and the yoke shaft 320. Moreover, the plurality of pleats 325 are not formed to protrude outward on the outer peripheral surface of the at least one, but are formed to be recessed inward on the outer peripheral surface of the at least one. Therefore, when the plurality of pleats 325 are deformed due to impact during a vehicle collision, they can be easily deformed and will not be stuck by surrounding parts. Furthermore, the plurality of pleats 325 can be formed into various shapes, thereby improving the impact absorption performance.

[0109] This can be considered a very good advantage, as it can solve the problem that in previous intermediate shaft products, interference between components caused by the limited range of movement of the folded part on the kit due to the increase in size or the need for dual components in the kit caused by the diversification of core electronic components such as electric vehicles, makes it difficult to meet the structural characteristics of the kit's impact absorption characteristics.

[0110] Those skilled in the art to which this invention pertains will understand that it can be implemented in other specific forms without altering the technical concept or essential characteristics of the invention. Therefore, the embodiments described above should be understood as exemplary in all respects, not limiting. The scope of this invention should be interpreted as follows: the detailed description above should be embodied in the claims, and all changes or modifications derived from the meaning, scope, and equivalents of the claims are included within the scope of this invention.

[0111] Industrial applicability

[0112] The present invention provides an intermediate shaft for a vehicle steering device, which does not protrude outward to form multiple folds, that is, when a vehicle collides, it deforms due to the impact and absorbs the impact. Furthermore, the multiple folds can be formed into various shapes, thereby improving the impact absorption performance.

Claims

1. An intermediate shaft for a vehicle steering system, comprising: yoke; and A yoke shaft, one end of which is inserted into one end of the yoke tube, is movable in the axial direction relative to the yoke tube; Multiple shock-absorbing folds are formed along the axial direction at the other end of the yoke. The plurality of folds are formed by recessing the outer peripheral surface of the other end of the yoke shaft inward.

2. The intermediate shaft for a vehicle steering device according to claim 1, characterized in that, The outer peripheral surface of the middle part connecting the plurality of folds is the outer peripheral surface of the other end of the yoke axis, which extends straight in the axial direction.

3. The intermediate shaft for a vehicle steering device according to claim 2, characterized in that, The outer circumferential surface of the other end of the yoke shaft and the outer circumferential surface of the middle part have the same radius with the shaft center as the center.

4. The intermediate shaft for a vehicle steering device according to claim 1, characterized in that, The multiple folds are each formed into a curved surface that bulges inward.

5. The intermediate shaft for a vehicle steering device according to claim 1, characterized in that, The multiple folds are respectively formed into mountain-shaped parts that are sharp inward.

6. The intermediate shaft for a vehicle steering device according to claim 1, characterized in that, The plurality of folded portions include a curved surface and a mountain-shaped portion, wherein the curved surface protrudes inward and the mountain-shaped portion is sharp inward at the center of the curved surface.

7. The intermediate shaft for a vehicle steering device according to claim 6, characterized in that, For the mountain-shaped portion, a plurality of the mountain-shaped portions are continuously formed in the axial direction.

8. The intermediate shaft for a vehicle steering device according to claim 1, characterized in that, The plurality of folded portions include a first curved surface and a second curved surface, wherein the first curved surface protrudes inward and the second curved surface protrudes inward at the center of the first curved surface.

9. The intermediate shaft for a vehicle steering device according to claim 8, characterized in that, For the second curved surface, a plurality of the second curved surfaces are continuously formed in the axial direction.

10. An intermediate shaft for a vehicle steering system, comprising: yoke; and A yoke shaft, one end of which is inserted into one end of the yoke tube, is movable in the axial direction relative to the yoke tube; Multiple shock-absorbing folds are formed along the axial direction at the other end of the yoke tube; The plurality of folds are formed by recessing the outer circumference of the other end of the yoke tube inward.

11. The intermediate shaft for a vehicle steering device according to claim 10, characterized in that, The outer peripheral surface of the middle part connecting the plurality of folds extends straight in the axial direction relative to the outer peripheral surface of the other end of the yoke tube.

12. The intermediate shaft for a vehicle steering device according to claim 11, characterized in that, The outer circumferential surface of the other end of the yoke tube and the outer circumferential surface of the middle part have the same radius with the axis center as the center.

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