STEERING DEVICE FOR A VEHICLE

Abstract

Steering device (100) of a vehicle, comprising: an input shaft (102) which is equipped with an input shaft gear (104); a first shaft (111) which is equipped with a first gear unit (113) and is configured to be rotated by the input shaft (102); a second shaft (112) which is coupled to the first shaft (111) via a torsion bar (311) and is provided with a second gear unit (114); a sensor (312) configured to detect a phase difference between the first wave (111) and the second wave (112); and an output shaft (103) which is equipped with an output shaft gear (105) and is configured to be rotated by the second shaft (112); wherein the steering device (100) further comprises a housing (115) which accommodates the first shaft (111) and the second shaft (112), wherein the first shaft (111) and the second shaft (112) are hollow and a first end of the torsion bar (311) is inserted into the first shaft (111) and a second end of the torsion bar (311) is inserted into the second shaft (112); wherein a first end of the first shaft (111) protrudes from the housing (115), and the first gear unit (113) is provided at the first end of the first shaft (111), wherein a second end of the second shaft (112) protrudes from the housing (115), and the second gear unit (114) is provided at the second end of the second shaft (112), and wherein the first gear unit (113) and the second gear unit (114) are arranged on the outside sides of the housing (115).

Description

field of technology

[0001] The present embodiments relate to steering devices for vehicles and in particular to steering devices for vehicles that can reduce the torque exerted on the torsion bar and thus relatively increase the stiffness of the torsion bar, thereby improving the response to the driver's steering wheel inputs, increasing the responsive torque range, ensuring the durability of parts, e.g., the torsion bar, and enabling simplified adjustment of the travel of the rack and pinion relative to the number of steering wheel rotations. General technical background

[0002] A steering shaft is equipped with an actuator (e.g., a motor) to generate additional torque, allowing the driver to easily turn the steering wheel. The actuator is controlled by an electronic control unit located in the vehicle.

[0003] The electronic control unit receives various pieces of information, such as the speed or direction of the vehicle, from sensors installed on the vehicle and sends electrical signals based on this information to control the actuator.

[0004] To detect the driver's steering torque and transmit it to the electronic control unit, conventional steering devices have an input shaft connected to a steering wheel and an output shaft connected to a pinion shaft, which engages with a rack, coupled to each other via a torsion bar. A torque sensor coupled to a steering shaft detects the phase difference between the input shaft and the output shaft in order to calculate the driver's steering torque and transmits the steering torque to the electronic control unit. The actuator generates the auxiliary torque calculated by the electronic control unit at the output shaft.

[0005] If the stiffness of the torsion bar is low in this case, the phase difference between the input and output shafts increases, which can impair the response to the driver's steering input. Therefore, a torsion bar with high stiffness is required. However, in conventional steering systems, the torsion bar is positioned coaxially with the input shaft. This limits the diameter of the torsion bar and thus increases its stiffness.

[0006] For an understanding of the present application, relevant prior art can be found in publications JP H05-288617A, JP 2008-279808A, and US 2003 / 0164060A1. For example, publication US 2003 / 0164060A1 describes a handwheel actuator with a stationary hub and housing that supports a first shaft via bearings so that it can rotate about its own axis. The first shaft has an upper end to which a handwheel can be attached. The actuator also includes a position sensor for detecting an angular displacement of the first shaft, as well as an electric motor that is operatively connected to the first shaft to provide feedback to a driver. A steering column is held in a fixed position relative to the housing to keep the hub in a fixed position in the center of the handwheel, so that the hub faces the driver when the handwheel is operated.The steering column extends along a pivot axis of the handwheel and through the first shaft, which is attached to the handwheel and rotates with it. RevelationTechnical Task

[0007] The present embodiments were developed against the background described above and aim to reduce the torque exerted on the torsion bar and thus increase the stiffness of the torsion bar relatively, thereby improving the response to the driver's steering wheel operation, increasing the responsive torque range, ensuring the durability of parts, e.g. the torsion bar, and enabling a simplified adjustment for the travel of the rack relative to the number of steering wheel rotations.

[0008] The objectives of the present embodiments are not limited to the above, and other objectives will be apparent to a person skilled in the art from the following detailed description. Technical solution

[0009] The solution to the aforementioned technical problem proposed according to the invention is specified in claim 1. Individual embodiments are defined in the dependent claims. According to the present embodiments, a steering device of a vehicle can be provided comprising an input shaft equipped with an input shaft gear, a first shaft equipped with a first gear assembly and rotated by the input shaft, a second shaft coupled to the first shaft via a torsion bar and equipped with a second gear assembly, a sensor that detects a phase difference between the first shaft and the second shaft, and an output shaft equipped with an output shaft gear and rotated by the second shaft. The steering device further comprises a housing that accommodates the first shaft and the second shaft.The first and second shafts are hollow, with one end of the torsion bar inserted into the first shaft and the other end inserted into the second shaft. One end of the first shaft protrudes from the housing, with the first gear assembly located at this end. The second end of the second shaft also protrudes from the housing, with the second gear assembly located at this end. The first and second gear assemblies are located on the outer surfaces of the housing. Beneficial effects

[0010] According to the present embodiments, it is possible to reduce the torque exerted on the torsion bar and thus increase the stiffness of the torsion bar relatively, thereby improving the response to the driver's steering wheel operation, increasing the responsive torque range, ensuring the durability of parts, e.g., the torsion bar, and enabling a simplified adjustment for the travel of the rack relative to the number of steering wheel rotations. Description of the drawings Fig. Figure 1 is a perspective view showing a steering device of a vehicle according to the present embodiments; Fig. 2 is a top view showing a composite state of Fig. 1 shows; Fig. Figure 3 is a cross-sectional view of the Fig. 2; Fig. 4 and Fig. Figure 5 are cross-sectional views showing a steering device of a vehicle according to the present embodiments; and Fig. 6, Fig. 7 to Fig. Figure 8 shows cross-sectional views of a steering device of a vehicle according to the present embodiments. Manner of invention

[0011] In the following description of examples or embodiments of the present disclosure, reference is made to the accompanying drawings, which illustrate certain examples or embodiments that can be implemented and in which the same reference numerals and symbols may be used to designate the same or similar components, even if they are shown in different accompanying drawings. Furthermore, detailed descriptions of known functions and components contained herein are omitted in the following description of examples or embodiments of the present disclosure where it is found that such a description might make the subject matter less clear in some embodiments of the present disclosure.The expressions used herein, such as "containing," "exhibiting," "containing," "consisting of," and "formed of," are generally intended to permit the addition of other components, unless the expressions are used with the phrase "only." As used herein, singular forms are intended to include plural forms unless the context explicitly indicates otherwise.

[0012] Expressions such as "first", "second", "A", "B", "(A)" or "(B)" may be used herein to describe elements of revelation. Each of these expressions does not serve to define the nature, order, sequence or number of elements, etc., but only to distinguish the corresponding element from other elements.

[0013] When it is said that a first element is "connected or coupled" to a second element, "contacts or overlaps" it, etc., this is to be interpreted as meaning that the first element can not only be "directly connected or coupled" to the second element, or "directly contact or overlap" it, but also that a third element can be "interposed" between the first and second elements, or that the first and second elements can be "connected or coupled" to each other, or "contact or overlap" each other, via a fourth element. Here, the second element can be contained within at least one of two or more elements that are "connected or coupled" to each other, "contact or overlap" each other, etc.

[0014] When temporal expressions such as "after", "following", "next", "before" and the like are used to describe processes or operations of elements or configurations or sequences or steps in operation, processing, or manufacturing processes, these expressions may be used to describe non-consecutive or non-sequential processes or operations, unless the expression "directly" or "immediately" is used with them.

[0015] Furthermore, when specifying dimensions, relative sizes, etc., it should be borne in mind that numerical values ​​for elements or characteristics, or corresponding specifications (e.g., level, range, etc.), include a tolerance or error range that may be caused by various factors (e.g., process factors, internal or external influences, noise, etc.), even if no relevant description is provided. Moreover, the term "may" (as a possibility) can encompass all meanings of the expression "can."

[0016] Fig. Figure 1 is a perspective view showing a steering device of a vehicle according to the present embodiments. Fig. 2 is a top view showing a composite state of Fig. 1 shows. Fig. Figure 3 is a cross-sectional view of Fig. 2. Fig. 4 and Fig. Figure 5 are cross-sectional views showing a steering device of a vehicle according to the present examples of execution. Fig. 6, Fig. 7 to Fig. Figure 8 shows cross-sectional views of a steering device of a vehicle according to the present embodiments.

[0017] According to the present embodiments, a steering device 100 of a vehicle comprises an input shaft 102, which is provided with an input shaft gear 104, a first shaft 111, which is provided with a first gear 113 and is rotated by the input shaft 102, a second shaft 112, which is coupled to the first shaft 111 via a torsion bar 311 and is provided with a second gear 114, a sensor 312, which detects a phase difference between the first shaft 111 and the second shaft 112, and an output shaft 103, which is provided with an output shaft gear 105 and is rotated by the second shaft 112.

[0018] Referring to Fig. 1 and Fig. 2. The input shaft 102 is connected to a steering wheel 101, and the driver's steering torque is transmitted to it. The output shaft 103 is connected to a pinion shaft (not shown) which engages with a rack (not shown) to move the rack linearly through the driver's steering torque and the torque of a motor 301, described below, thereby steering the vehicle.

[0019] In this case, the input shaft 102 and the output shaft 103 are spaced apart axially. A module 110 is provided, which is connected to the input shaft 102 and the output shaft 103 via a first belt 121 and a second belt 122 to transmit the power from the input shaft 102 to the output shaft 103.

[0020] In other words, the module 110 comprises a housing 115 for accommodating, for example, the first shaft 111, the second shaft 112, the torsion bar 311, the sensor 312, and the motor 301. The steering torque applied by the driver to the input shaft 102 is reduced by the gear ratio between the input shaft 102 and the first shaft 111 and then transmitted to the torsion bar 311. The sensor 312 detects the driver's steering torque based on the phase difference between the first shaft 111 and the second shaft 112, and the torque of the motor 301 is amplified by the gear ratio between the second shaft 112 and the output shaft 103 and then transmitted to the output shaft 103.

[0021] Although not shown in the drawings, the housing 115 is coupled to the vehicle body, and the module 110 is attached to the drive shaft 102 and the output shaft 103, and the first belt 121 and the second belt 122 are fitted.

[0022] According to the present embodiments, in the steering device 100 of the vehicle, since the module 110 is connected to the input shaft 102 and the output shaft 103 by the first belt 121 and the second belt 122, the module 110 can be installed or removed, and the transmission ratio between the input shaft 102 and the first shaft 111 and the transmission ratio between the output shaft 103 and the second shaft 112 can be easily changed, as is described in detail below.

[0023] A description is given below with reference to Fig. 3 given.

[0024] According to the present embodiments, in the steering device 100 of a vehicle, the input shaft 102 and the output shaft 103 are connected to each other via the first shaft 111 and the second shaft 112. Specifically, the input shaft 102 is provided with the input shaft gear 104 and the first shaft 111 with the first gear assembly 113, so that they are connected via the first belt 121. The output shaft 103 is provided with the output shaft gear 105 and the second shaft 112 with the second gear assembly 114, so that they are connected via the second belt 122.

[0025] The first shaft 111 and the second shaft 112 are coupled via the torsion bar 311, and the sensor 312 detects the phase difference between the first shaft 111 and the second shaft 112 in order to detect the steering torque of the driver via a relationship with the stiffness of the torsion bar 311.

[0026] In other words, the first shaft 111, the second shaft 112 and the torsion bar 311 have different axes than those of the input shaft 102 and the output shaft 103, so that the sensor 312 detects the driver's steering torque from the phase difference between the first shaft 111 and the second shaft 112, but not from the phase difference between the input shaft 102 and the output shaft 103.

[0027] The sensor 312 faces a projection 311, which is described below and transmits the steering torque of the driver, determined from the phase difference between the first shaft 111 and the second shaft 112, to an electronic control unit (not shown) of the vehicle, and the electronic control unit controls the motor 301, which is described below, to generate a torque at the second shaft 112 to assist the driver in handling the steering wheel 101.

[0028] In this case, the first gear unit 113 can have a diameter d1 smaller than the diameter D1 of the input shaft gear 104 and the second gear unit 114 can have a diameter d2 smaller than the diameter D2 of the output shaft gear 105.

[0029] In other words, since the steering torque exerted on the input shaft 102 is reduced by the transmission ratio between the first gear unit 113 and the input shaft gear 104 (hereinafter referred to as the first transmission ratio D1 / d1), the torque exerted on the torsion bar 311 is reduced and thus the stiffness of the torsion bar 311 is relatively increased.

[0030] The torque acting on the torsion bar 311 is reduced, thus increasing its relative stiffness. Compared to conventional steering devices where the torsion bar is coaxial with the input and output shafts, the angle at which the two opposite ends of the torsion bar 311 are twisted is reduced, assuming the same torsion bar stiffness and steering torque, thereby decreasing the phase difference between the first shaft 111 and the second shaft 112.

[0031] In other words, if the phase difference between the first shaft 111 and the second shaft 112 decreases, the phase difference between the input shaft 102 and the output shaft 103 also decreases, thus improving the response to the driver's steering wheel input.

[0032] Furthermore, since the phase difference between the input shaft 102 and the output shaft 103 decreases, the torque range measurable by the sensor 312 is extended, thereby increasing the torque range that responds to the driver's steering wheel operation.

[0033] Furthermore, since the torque exerted on the torsion bar 311 is reduced, the torsion bar 311 and pins 601 and 701, which are described below, can ensure durability.

[0034] Subsequently, the torque applied to the output shaft gear 105 and transmitted to the pinion shaft is again increased by the transmission ratio between the second gear unit 114 and the output shaft gear 105 (hereinafter referred to as the second transmission ratio D2 / d2).

[0035] Furthermore, since the torque applied by the motor 301 to the second shaft 112 is increased by the second gear ratio, it is possible to easily assist the driver in handling the steering wheel even when using a low-power motor.

[0036] In other words, the sum of the driver's steering torque and the engine torque 301 is amplified by the gear ratio between the second gear unit 114 and the output shaft gear 105 and transmitted to the output shaft 103.

[0037] Although the drawings show that the input shaft gear 104 and the output shaft gear 105, as well as the first gear unit 113 and the second gear unit 114, are formed separately and coupled to the input shaft 102 and the output shaft 103, and the first shaft 111 and the second shaft 112, they can, without restriction, be formed integrally with their respective shafts. However, to change the gear ratio, it is advantageous for at least one of the gears of the input shaft 104, the output shaft 105, the first gear unit 113, and the second gear unit 114 to be formed separately and coupled to the shaft.

[0038] Subsequently, the input shaft gear 104 and the first gear unit 113 as well as the output shaft gear 105 and the second gear unit 114 can be directly engaged with each other or connected via the first belt 121 and the second belt 122.

[0039] Since, as described above, the housing 115, which accommodates, for example, the first shaft 111 and the second shaft 112, is designed to form the module 110, the steering device 100 of the vehicle, according to the present embodiments, makes it possible to easily attach or remove the module 110 from the input shaft 102 and the output shaft 103 via the first belt 121 and the second belt 122.

[0040] Furthermore, the first and second gear ratios can have different values. Since the first and second gear ratios are set to different values, the rotation angles of the input shaft 102 and the output shaft 103 can differ from each other.

[0041] In other words, if the first gear ratio is equal to the second gear ratio, the input shaft 102 and the output shaft 103 would rotate at the same angle. However, if the first gear ratio is greater than the second gear ratio, the output shaft 103 rotates more than the input shaft 102, while the output shaft 103 rotates less than the input shaft 102 if the first gear ratio is less than the second gear ratio.

[0042] In conventional steering devices, changing the rack's travel relative to the number of steering wheel rotations requires modifying the pinion shaft diameter and the number of gears, which is considerably difficult. However, in the vehicle's steering device 100 according to the present embodiments, it is possible to adjust the rack's travel relative to the number of steering wheel rotations 101 simply by changing the first and second gear ratios.

[0043] However, if the input shaft gear 104 meshes directly with the first gear unit 113 and the output shaft gear 105 meshes directly with the second gear unit 114, increasing or decreasing the gear diameter may be limited by the vehicle's interior space, or the input shaft 102 and output shaft 103 may not be able to be arranged coaxially. The gear ratios can be easily changed without such problems by connecting the gears via the first belt 121 and the second belt 122.

[0044] Referring to Fig. 4 is in comparison to the embodiment of the Fig. 3 the input shaft gear 104 with a larger diameter (D1'>D1) or the output shaft gear 105 with a smaller diameter (D2') <D2) ausgebildet, so dass das erste Übersetzungsverhältnis erhöht oder das zweite Übersetzungsverhältnis verringert werden kann, wodurch der Bewegungsweg der Zahnstange relativ zur Anzahl der Umdrehungen des Lenkrads 101 vergrößert wird. In diesem Fall vergrößert sich die Länge des ersten Riemens 121, und die Länge des zweiten Riemens 122 verringert sich.

[0045] Referring to Fig. 5 is in comparison to the embodiment of the Fig. 3. It is possible to decrease the first gear ratio or increase the second gear ratio by using a smaller diameter (D1) on the input shaft gear 104.<D1) oder das Ausgangswellenzahnrad 105 mit einem größeren Durchmesser (D2""> D2) is formed, thereby reducing the travel distance of the rack relative to the number of revolutions of the steering wheel 101.

[0046] In this case, the length of the first belt 121 decreases, and the length of the second belt 122 increases.

[0047] Although the drawings show an embodiment in which the diameters of the input shaft gear 104 and the output shaft gear 105 are changed, it is also possible to change the first and second gear ratios while changing the diameters of the first gear unit 113 and the second gear unit 114. Alternatively, it is possible to change only the diameter of one of the two gears of the input shaft 104 and the output shaft 105, or only the diameter of one of the two gears of the first gear unit 113 and the second gear unit 114.

[0048] In other words, although the gears are replaced by other gears with larger or smaller diameters to change the first and second gear ratios, it is possible to simply connect the input shaft gear 104 and the guide unit, and the output shaft gear 105 and the second gear unit 114, by adjusting the belt lengths. Thus, the gear ratios can be easily changed, and the input shaft 102 and the output shaft 103 can be arranged coaxially, minimizing the space required for the steering device 100 within the vehicle body.

[0049] Meanwhile, the first shaft 111 and the second shaft 112 can be hollow, and a first end of the torsion bar 311 is inserted into the first shaft 111, and a second end (opposite to the first end) of the torsion bar 311 can be inserted into the second shaft 112.

[0050] In other words, the first end of the torsion bar 311 is attached to the first shaft 111, and the second end is attached to the second shaft 112, so that the two opposite ends of the torsion bar 311 are twisted when the steering torque is applied, causing a phase difference between the first shaft 111 and the second shaft 112, which is detected by the sensor 312.

[0051] With reference to Fig. 6 and Fig. 7 the first end of the torsion bar 311 can be pressed into the first shaft 111 or coupled to the first shaft 111 by the pin 601, or the second end can also be pressed into the second shaft 112 or coupled to the second shaft 112 by the pin 701.

[0052] In the case of coupling via the pins 601 and 701, holes are formed through the inner circumferential surface and the outer circumferential surface of the first shaft 111 and the second shaft 112 and corresponding holes in the torsion bar 311, so that the pins 601 and 701 are pressed into the holes to fasten the two opposite ends of the torsion bar 311 to the first shaft 111 and the second shaft 112.

[0053] When the torsion bar 311 is coupled by the pins 601 and 701, the torque exerted on the torsion bar 311 is reduced by the first transmission ratio, as described above, so that the torque exerted on the pins 601 and 701 can also be reduced, thereby increasing the durability of the pins 601 and 701.

[0054] Simultaneously, the housing 115 can be designed to accommodate the first shaft 111 and the second shaft 112. Since the torsion bar 311 is inserted into the first shaft 111 and the second shaft 112, the torsion bar 311 is also provided inside the housing 115.

[0055] Since the housing 115 is provided as described above, the first shaft 111, the second shaft 112, the torsion bar 311, as well as the sensor 312 and the motor 301, which are described below, are provided in the housing 115 to form the module 110 in the steering device 100 of the vehicle according to the present embodiments.

[0056] By configuring such a module 110, it is possible to easily mount or remove the module 110 from the input shaft 102 and the output shaft 103 using the first belt 121 and the second belt 122, as described above.

[0057] For the mounting of the module 110 on the input shaft 102 and the output shaft 103, a first end of the first shaft 111 protrudes from the housing 115, and the first gear unit 113 is provided at the first end of the first shaft 111 that protrudes from the housing 115, and a second end of the second shaft 112 protrudes from the housing 115, and the second gear unit 114 can be provided at the second end of the second shaft 112 that protrudes from the housing 115.

[0058] In other words, the first gear unit 113 and the second gear unit 114 are arranged on the outer sides of the housing 115. This makes it possible to easily replace the first gear unit 113 and the second gear unit 114 from outside the housing 115 when changing the first and second gear ratios, without having to disassemble the module 110 as described above.

[0059] The first shaft 111 and the second shaft 112 can be coupled to the housing 115 via bearing 321.

[0060] Furthermore, as described above, the phase difference between the first shaft 111 and the second shaft 112 is detected, so that the driver's steering torque is detected based on the stiffness of the torsion bar 311. Such a sensor 312 is coupled to one of the first shaft 111 and the second shaft 112, and the projection 313, which faces the sensor 312 and extends in the diameter direction, can be provided on the other shaft.

[0061] In other words, the sensor 312 can be positioned where the first shaft 111 and the second shaft 112 are adjacent to each other. For example, as shown in the drawings, the sensor 312 can be coupled to the first end of the second shaft 112, and the projection 313 can be provided at the second end of the first shaft 111.

[0062] The cantilever 313 is rotated together with the first shaft 111, and the sensor 312 is rotated together with the second shaft 112, so that the sensor 312 can detect the rotation angle of the cantilever 313 in order to obtain the phase difference between the first shaft 111 and the second shaft 112.

[0063] Although not shown in the drawings, two or more cantilevers 313 may be provided, spaced apart from each other along the circumferential direction.

[0064] Furthermore, as described above, the motor 301 can be used to generate torque on the second shaft 112. The motor 301 can be located inside the housing 115 and forms part of the module 110.

[0065] Motor 301 can be configured to generate torque at output shaft 103. However, it is preferable for motor 301 to generate torque at the second shaft 112 in order to deliver a torque amplified by the second gear ratio to output shaft 103, as described above.

[0066] The motor shaft of motor 301 can be formed integrally with the second shaft 112. In other words, the second end of the torsion bar 311 can be inserted into the motor shaft.

[0067] In this case, the torsion bar 311 is inserted into the first end of the motor shaft, and the second end of the motor shaft protrudes from the motor 301 to accommodate the second gear unit 114.

[0068] Alternatively, see Fig.8. The motor 301 can have a hollow motor shaft 801, so that the second shaft 112 can be inserted into and coupled to the motor shaft 801. In other words, the second shaft 112, into which the torsion bar 311 is inserted, can be inserted into the hollow motor shaft 801.

[0069] In this case, the sensor 312 and the second gear unit 114 can be provided at the ends of the motor shaft 801, as shown in the drawings, or, although not shown in the drawings, the second shaft 112 can protrude from the motor shaft 801, so that the sensor 312 and the second gear unit 114 can be provided at the ends of the second shaft 112.

[0070] The steering mechanism of the vehicle, shaped in this way, makes it possible to reduce the torque exerted on the torsion bar, thereby increasing the stiffness of the torsion bar relative to its strength and reducing the phase difference between the input and output shafts. This improves the response to the driver's steering input, increases the responsive torque range, ensures the durability of parts such as the torsion bar, and allows for simplified adjustment of the rack's travel relative to the number of steering wheel rotations.

[0071] The vehicle's steering system, designed in this way, reduces the torque acting on the torsion bar, thereby increasing its relative stiffness. This reduces the phase difference between the first and second shafts, and consequently, the phase difference between the input and output shafts. This, in turn, improves the vehicle's response to the driver's steering inputs.

[0072] Furthermore, since the phase difference between the input and output shafts decreases, the torque range measurable by the sensor can increase, thus increasing the torque range that responds to the driver's steering wheel input.

[0073] Since the torque acting on the torsion bar is reduced, the torsion bar and the pins can also ensure durability.

[0074] It is also possible to easily adjust the rack's travel depending on the number of steering wheel rotations, thereby changing the first and second gear ratios without having to change, for example, the pinion shaft diameter or gear dimensions.

[0075] The above description has been set forth to enable a person skilled in the art to implement and utilize the technical concept of claim 1 and has been provided in connection with a specific application and its requirements. Various modifications, additions, and substitutions to the described embodiments will be readily apparent to a person skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the scope of claim 1. The above description and the accompanying drawings provide an example of the technical concept of claim 1 for illustrative purposes only. That is to say, the disclosed embodiments are intended to illustrate the scope of the technical concept of claim 1.Therefore, the scope of this disclosure is not limited to the illustrated embodiments, but is to be granted the broadest scope in accordance with the claims. The scope of protection of this disclosure is to be interpreted on the basis of the following claims.

Claims

[1] Steering device (100) of a vehicle, comprising: an input shaft (102) which is equipped with an input shaft gear (104); a first shaft (111) which is equipped with a first gear unit (113) and is configured to be rotated by the input shaft (102); a second shaft (112) which is coupled to the first shaft (111) via a torsion bar (311) and is provided with a second gear unit (114); a sensor (312) configured to detect a phase difference between the first wave (111) and the second wave (112); and an output shaft (103) which is equipped with an output shaft gear (105) and is configured to be rotated by the second shaft (112); wherein the steering device (100) further comprises a housing (115) which accommodates the first shaft (111) and the second shaft (112), wherein the first shaft (111) and the second shaft (112) are hollow and a first end of the torsion bar (311) is inserted into the first shaft (111) and a second end of the torsion bar (311) is inserted into the second shaft (112); wherein a first end of the first shaft (111) protrudes from the housing (115), and the first gear unit (113) is provided at the first end of the first shaft (111), wherein a second end of the second shaft (112) protrudes from the housing (115), and the second gear unit (114) is provided at the second end of the second shaft (112), and wherein the first gear unit (113) and the second gear unit (114) are arranged on the outside sides of the housing (115). [2] Steering device (100) according to claim 1, wherein the first gear unit (113) has a smaller diameter than the input shaft gear (104) and the second gear unit (114) has a smaller diameter than the output shaft gear (105). [3] Steering device (100) according to claim 2, wherein the input shaft gear (104) and the first gear unit (113) are connected to each other via a first belt (121) and the output shaft gear (105) and the second gear unit (114) are connected to each other via a second belt (122). [4] Steering device (100) according to claim 3, wherein a transmission ratio between the first gear unit (113) and the input shaft gear (104) differs from a transmission ratio between the second gear unit (114) and the output shaft gear (105). [5] Steering device (100) according to one of claims 1 to 4, wherein the first end of the torsion bar (311) is pressed into the first shaft (111) or is coupled to the first shaft (111) by a pin (601). [6] Steering device (100) according to one of claims 1 to 5, wherein the second end of the torsion bar (311) is pressed into the second shaft (112) or is coupled to the second shaft (112) by a pin (701). [7] Steering device (100) according to one of claims 1 to 6, wherein the first shaft (111) is coupled to the housing (115) via a bearing (321). [8] Steering device (100) according to one of claims 1 to 7, wherein the second shaft (112) is coupled to the housing (115) via a bearing (321). [9] Steering device (100) according to one of claims 1 to 8, wherein the sensor (312) is coupled to one of the first and second shafts (112). [10] Steering device (100) according to claim 9, wherein a projection (313) is provided on the other of the first shaft (111) and the second shaft (112), wherein the projection (313) protrudes in a diameter direction and faces the sensor (312). [11] Steering device (100) according to any one of claims 1 to 10, wherein a motor (301) is provided inside the housing (115) to generate a torque on the second shaft (112). [12] Steering device (100) according to claim 11, wherein a motor shaft (801) of the motor (301) is formed integrally with the second shaft (112).

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