Impact reduction structure of steering system for vehicle

Abstract

The present invention relates to a shock reduction structure for a vehicle steering system that enables energy dispersion without the need for a separate external shock mitigation device by integrating a shock absorption function within the boss structure of the steering wheel. According to one embodiment of the present invention, a boss coupled to a steering shaft is composed of a tubular portion including a channel and a plurality of corrugated portions, wherein these corrugated portions are spaced apart along the axial direction of the tubular portion to absorb and disperse impact through gradual and regular buckling deformation upon collision. This reduces the risk of injury to the driver and provides effects such as lightweighting of the steering wheel, improved manufacturing efficiency, and structural simplification.

Description

Technology Field

[0001] The present invention relates to an impact reduction structure for a vehicle steering system. Background Technology

[0002] Generally, a vehicle's steering system is a device that steers the vehicle to arbitrarily change its direction of travel. As a device designed to change the vehicle's direction of travel according to the driver's steering intent, the steering system may consist of an operating mechanism, a gear mechanism, and a linkage mechanism. Among these, the operating mechanism is the part that transmits the driver's operating force to the gear mechanism and the linkage mechanism, and may consist of a steering wheel, a steering shaft, and a column.

[0003] Meanwhile, in the event of a vehicle collision, the steering wheel is positioned to directly receive impact energy, making it closely related to the risk of injury to the driver. In particular, in accident situations such as frontal or rear-end collisions, the driver's head, chest, and upper body may collide with the steering wheel, potentially resulting in serious injuries.

[0004] Conventionally, to mitigate the impact caused by a vehicle collision, a method of attaching a separate insertable shock absorber or energy-absorbing member to the interior or adjacent parts of the steering wheel has been primarily used. In this case, a separate mounting part, insert part, cushioning material, etc., may be added for the shock absorption function.

[0005] However, in the case of such conventional technology, the steering wheel structure may become complex due to structural complexity, and manufacturing costs may increase due to the increase in the number of parts and the complexity of the assembly process, which can lead to an increase in the overall production cost of the vehicle. In addition, the installation of additional parts results in an increase in vehicle weight, which may cause a decrease in fuel efficiency and a decrease in the vehicle's dynamic performance. Furthermore, in the case of vertical or external shock absorbers, there is a problem that overall energy dissipation performance may be limited during a vehicle collision because they are often limited to absorbing impact at specific points.

[0006] Accordingly, there is a need for a steering wheel that is concise yet incorporates shock absorption capabilities. Prior art literature

[0007] Patent Document: Korean Published Patent No. 10-2009-0034018 (Published April 7, 2009) The problem to be solved

[0008] Embodiments of the present invention were invented against the background described above and aim to provide an impact reduction structure for a vehicle steering system that can effectively mitigate the impact applied to the driver during a vehicle collision. means of solving the problem

[0009] According to an embodiment of the present invention, a shock reduction structure for a vehicle steering system may be provided, comprising: a boss coupled to a steering shaft; a spoke extending from the boss; and a rim spaced apart from the boss and supported by the spoke, wherein the boss includes a tubular portion extending in one direction and providing a channel into which the steering shaft is inserted; and a plurality of corrugated portions protruding outward from the outer diameter surface of the tubular portion and having an inner space formed therein that communicates with the channel, and wherein the plurality of corrugated portions are spaced apart in the extension direction in which the tubular portion extends.

[0010] Additionally, the spoke includes a supporter portion coupled to the boss; and a connector portion extending from the supporter portion toward the rim to connect the supporter portion and the rim, wherein the supporter portion is located on the rear side where the steering shaft is located, and

[0011] The connector portion may be formed to extend obliquely toward the front side where the rim is located.

[0012] In addition, the length in the extension direction in the inner space may be equal to the axial length of the outer space in which the plurality of corrugated portions are spaced apart, or may be longer than the axial length of the outer space.

[0013] Additionally, the plurality of said corrugations may include: a first corrugation formed with a first inner space that is spaced apart from the spoke by a first outer space and communicates with a part of the channel; a second corrugation formed with a second inner space that is spaced apart from the first corrugation by a second outer space and communicates with a part of the channel; a third corrugation formed with a third inner space that is spaced apart from the second corrugation by a third outer space and communicates with a part of the channel; a fourth corrugation formed with a fourth inner space that is spaced apart from the third corrugation by a fourth outer space and communicates with a part of the channel; and a fifth corrugation formed with a fifth inner space that is spaced apart from the fourth corrugation by a fifth outer space and communicates with a part of the channel.

[0014] Additionally, the outer diameter of the first inner space may be larger than the outer diameter of the second inner space, the outer diameter of the second inner space may be larger than the outer diameter of the third inner space, the outer diameter of the third inner space may be larger than the outer diameter of the fourth inner space, and the outer diameter of the fourth inner space may be larger than the outer diameter of the fifth inner space.

[0015] Additionally, the extensional length in the first outer space may be longer than the extensional length in the second outer space, the extensional length in the second outer space may be longer than the extensional length in the third outer space, the extensional length in the third outer space may be longer than the extensional length in the fourth outer space, and the extensional length in the fourth outer space may be longer than the extensional length in the fifth outer space.

[0016] In addition, a portion of the steering shaft may be arranged to be supported in at least one of the first inner space, the second inner space, the third inner space, the fourth inner space, and the fifth inner space. Effects of the invention

[0017] According to embodiments of the present invention, a corrugated (bellows-shaped) boss effectively absorbs impact through deformation, thereby minimizing the impact transmitted when the driver's head, chest, etc. collide with the steering wheel, and thereby significantly reducing injuries to the driver in the event of a traffic accident.

[0018] In addition, one embodiment of the present invention enables effective shock absorption solely through the structural design of the boss without the need for a separate shock absorption device, thereby providing advantages such as vehicle weight reduction, manufacturing cost reduction, and assembly process simplification.

[0019] In addition, one embodiment of the present invention has the effect that the integrally formed rim and curved spoke structure can simplify the existing complex assembly process, and the steering wheel itself can internalize the shock absorption function without a separate insertable shock absorbing device or external parts, and the energy absorption efficiency can be improved compared to conventional technology, and through structural simplicity and lightweighting, it is possible to reduce manufacturing costs and improve productivity by reducing the number of parts.

[0020] In addition, one embodiment of the present invention has the effect of mitigating sudden shock transmission through the structural shape of the boss, which can absorb and disperse shock in stages, and allowing the steering wheel to deform uniformly so that stable energy dispersion can be achieved during a collision.

[0021] In addition, one embodiment of the present invention is designed so that the structural stability of the steering wheel is maintained even in the event of a collision and it can be easily restored to its original state after deformation, thereby ensuring long-term durability and providing high reliability in terms of vehicle maintenance.

[0022] In addition, one embodiment of the present invention maintains the structural stability of the steering wheel even in the event of a collision and takes into account the possibility of restoration after deformation, thereby improving the safety and reliability of the vehicle and maximizing driver protection performance, while simultaneously providing technical value that can contribute to the advancement of automobile manufacturing and safety technology.

[0023] In addition, one embodiment of the present invention is designed so that the boss deforms regularly according to a specific folding buckling mode upon impact, thereby enabling a gradual and stable energy dissipation effect.

[0024] In addition, one embodiment of the present invention provides superior performance compared to conventional technology in terms of improved manufacturing efficiency, simplification of internal components, and enhanced crash safety, and has the effect of substantially contributing to the improvement of safety technology throughout the automotive industry. Brief explanation of the drawing

[0025] FIG. 1 is a configuration diagram illustrating an impact reduction structure of a vehicle steering system according to a first embodiment of the present invention. Figure 2 is a cross-sectional view taken by cutting along the line "A-A'" of Figure 1. Figure 3 is an enlarged view of section "B" of Figure 2. FIG. 4 is a state diagram illustrating the state change of the impact reduction structure of a vehicle steering system according to the present invention when a vehicle collision occurs. FIG. 5 is an enlarged view showing the corrugated portion of the shock reduction structure of a vehicle steering system according to a second embodiment of the present invention. FIG. 6 is an enlarged view showing the corrugated portion of the shock reduction structure of a vehicle steering system according to the third embodiment of the present invention. FIG. 7 is an enlarged view showing the corrugated portion of the shock reduction structure of a vehicle steering system according to the fourth embodiment of the present invention. FIG. 8 is a diagram illustrating boundary conditions for verifying stress distribution and displacement of an impact reduction structure of a vehicle steering system according to the present invention when an impact occurs due to a vehicle collision. FIG. 9 is a diagram comparing the maximum displacement between a shock reduction structure of a vehicle steering system according to the present invention (right) and a conventional general steering wheel (left) when an impact occurs due to a vehicle collision. Specific details for implementing the invention

[0026] Hereinafter, specific embodiments for implementing the technical concept of the present invention will be described in detail with reference to the drawings.

[0027] In addition, in describing the present invention, if it is determined that a detailed description of related known components or functions may obscure the essence of the invention, such detailed description is omitted.

[0028] Furthermore, when it is mentioned that one component is 'supplied' or 'transferred' to another component, it should be understood that while it may be supplied or transferred directly to that other component, there may also be other components present in between.

[0029] The terms used in this specification are used merely to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0030] Furthermore, it should be noted in advance that the representations indicating direction in this specification are described based on the drawings, and may be expressed differently if the direction of the object changes. For the same reason, some components in the attached drawings are exaggerated, omitted, or schematically depicted, and the size of each component does not entirely reflect its actual size.

[0031] Additionally, terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but such components are not limited by such terms. These terms are used solely for the purpose of distinguishing one component from another.

[0032] The meaning of "comprising" as used in the specification is to specify certain characteristics, regions, integers, steps, actions, elements, and / or components, and does not exclude the existence or addition of other specific characteristics, regions, integers, steps, actions, elements, components, and / or groups.

[0033] Hereinafter, the shock reduction structure of a vehicle steering system according to the present invention will be described in detail.

[0034] Referring to FIGS. 1 to 4, the shock reduction structure (10) of a vehicle steering system according to the present invention can effectively mitigate the impact applied to the driver during a vehicle collision. The shock reduction structure (10) of a vehicle steering system according to the first embodiment of the present invention may include a boss (100), a rim (200), and a spoke (300).

[0035] The boss (100) can be deformed according to a certain folding pattern (folding buckling mode) upon vehicle collision through its curved structural characteristics. The boss (100) can gradually absorb and disperse impact energy upon vehicle collision. Even if vehicle impact is transmitted to the rim (200), the boss (100) can significantly reduce the direct impact received by the driver by providing a cushioning effect against the impact. The boss (100) can be coupled to the steering shaft (20). Such a boss (100) may include a tubular portion (110) and a corrugated portion (120).

[0036] The tube section (110) can support the rim (200) via the spoke (300). The tube section (110) can provide a channel (101). The channel (101) can form a path into which the steering shaft (20) is inserted inside the tube section (110). The inner diameter of the channel (101) may be equal to the outer diameter of the steering shaft (20) or may be larger than the outer diameter of the steering shaft (20). A corrugated section (120) may be formed on the outer diameter surface of the tube section (110).

[0037] The corrugated portion (120) may be provided in a corrugated shape capable of gradually absorbing and dispersing impact energy during a vehicle collision. An inner space communicating with the channel (101) may be formed inside the corrugated portion (120). The corrugated portion (120) may be provided in multiple units that protrude outward from the outer diameter surface of the tube portion (110). The multiple corrugated portions (120) may be spaced apart so that an outer space is formed in the extension direction of the tube portion (110). For example, the multiple corrugated portions (120) may include a first corrugated portion (121), a second corrugated portion (122), a third corrugated portion (123), a fourth corrugated portion (124), and a fifth corrugated portion (125).

[0038] The first corrugated section (121) may be positioned on the front side of the tube section (110). The first corrugated section (121) may protrude radially from the outer diameter surface of the tube section (110). A first inner space (121-1) communicating with a part of the channel (101) may be formed inside the first corrugated section (121). The first corrugated section (121) may be spaced apart from the spoke (300) by a first outer space (121-2).

[0039] The second corrugated section (122) may be spaced apart from the tube section (110) located on the rear side of the first corrugated section (121). The second corrugated section (122) may protrude radially from the outer diameter of the tube section (110). A second inner space (122-1) communicating with a part of the channel (101) may be formed inside the second corrugated section (122). The second corrugated section (122) may be spaced apart from the first corrugated section (121) by a second outer space (122-2).

[0040] The third corrugated section (123) may be spaced apart from the tube section (110) located on the rear side of the second corrugated section (122). The third corrugated section (123) may protrude radially from the outer diameter of the tube section (110). A third inner space (123-1) communicating with a part of the channel (101) may be formed inside the third corrugated section (123). The third corrugated section (123) may be spaced apart from the second corrugated section (122) by a third outer space (123-2).

[0041] The fourth corrugated section (124) may be spaced apart from the tube section (110) located on the rear side of the third corrugated section (123). The fourth corrugated section (124) may protrude radially from the outer diameter of the tube section (110). A fourth inner space (124-1) communicating with a part of the channel (101) may be formed inside the fourth corrugated section (124). The fourth corrugated section (124) may be spaced apart from the third corrugated section (123) by a fourth outer space (124-2).

[0042] The fifth corrugated section (125) may be spaced apart from the tube section (110) located on the rear side of the fourth corrugated section (124). The fifth corrugated section (125) may protrude radially from the outer diameter of the tube section (110). A fifth inner space (125-1) communicating with a part of the channel (101) may be formed inside the fifth corrugated section (125). The fifth corrugated section (125) may be spaced apart from the fourth corrugated section (124) by a fifth outer space (125-2).

[0043] The outer diameters of the first corrugated section (121), the second corrugated section (122), the third corrugated section (123), the fourth corrugated section (124), and the fifth corrugated section (125) may be the same as each other. The spacing between the first corrugated section (121), the second corrugated section (122), the third corrugated section (123), the fourth corrugated section (124), and the fifth corrugated section (125) may be the same as each other. The length of the extension direction in which the pipe section extends in the first inner space (121-1), the second inner space (122-1), the third inner space (123-1), the fourth inner space (124-1), and the fifth inner space (125-1) may be the same as the length of the extension direction in which the pipe section extends in the first outer space (121-2), the second outer space (122-2), the third outer space (123-2), the fourth outer space (124-2), and the fifth outer space (125-2), or may be longer than the length of the extension direction in which the pipe section extends in the first outer space (121-2), the second outer space (122-2), the third outer space (123-2), the fourth outer space (124-2), and the fifth outer space (125-2).

[0044] The rim (200) may be a part that is directly operated by the driver's hand. In this embodiment, the rim (200) may be provided to provide a certain level of rigidity while maintaining a basic circular shape, and may be manufactured to ensure operational stability and structural support. The rim (200) may be spaced apart at an equal distance from the boss (100) so that the boss (100) is positioned at the center. For example, the rim (200) may be provided as a circular structure formed along the outer edge of the steering wheel.

[0045] The spoke (300) may be a connecting member connecting the rim (200) and the boss (100). When a vehicle impact occurs, the spoke (300) can direct energy transmitted from the outside in a specific direction and may be deformed into an intended shape in this process. Such a spoke (300) may include a supporter part (310) and a connector part (320).

[0046] The supporter portion (310) can be combined with the boss (100). A through hole may be formed in the supporter portion (310) to expose the end of the steering shaft (20). The end of the steering shaft (20) may be connected to the supporter portion (310) by a fixing member. The supporter portion (310) may be located on the rear side where the steering shaft (20) is located, relative to the rim (200). In other words, the supporter portion (310) may not be located on the same plane as the rim (200).

[0047] The connector portion (320) may be formed to extend from the supporter portion (310) toward the rim (200). The connector portion (320) may be formed to extend obliquely toward the front side where the rim (200) is located. In other words, the connector portion (320) may be formed by bending from the supporter portion (310) toward the rim (200). When viewed from the front side, the connector portion (320) may be formed in a straight line together with the supporter portion (310).

[0048] Referring to FIG. 5, in the shock reduction structure (10) of a vehicle steering system according to the second embodiment of the present invention, the outer diameters of a plurality of corrugated sections (120) may be different from each other. For example, the outer diameters of the first corrugated section (121), the second corrugated section (122), the third corrugated section (123), the fourth corrugated section (124), and the fifth corrugated section (125) may be different from each other.

[0049] Additionally, the outer diameters of the inner spaces of the multiple corrugated sections (120) may differ from one another. For example, the outer diameter (W1) of the first inner space (121-1) may be larger than the outer diameter (W2) of the second inner space (122-1), the outer diameter (W2) of the second inner space (122-1) may be larger than the outer diameter (W3) of the third inner space (123-1), the outer diameter (W3) of the third inner space (123-1) may be larger than the outer diameter (W4) of the fourth inner space (124-1), and the outer diameter (W4) of the fourth inner space (124-1) may be larger than the outer diameter (W5) of the fifth inner space (125-1).

[0050] Referring to FIG. 6, in the shock reduction structure (10) of a vehicle steering system according to the third embodiment of the present invention, the lengths of the tube portions in the extension direction of the plurality of corrugated portions (120) may be different from each other. For example, the lengths of the tube portions in the extension direction of the first corrugated portion (121), the second corrugated portion (122), the third corrugated portion (123), the fourth corrugated portion (124), and the fifth corrugated portion (125) may be different from each other.

[0051] In addition, the lengths of the tube sections in the outer space of the multiple corrugated sections (120) may differ from each other. For example, the length of the pipe section in the extension direction (S1) in the first outer space (121-2) may be shorter than the length of the pipe section in the extension direction (S2) in the second outer space (122-2), the length of the pipe section in the extension direction (S2) in the second outer space (122-2) may be shorter than the length of the pipe section in the extension direction (S3) in the third outer space (123-2), the length of the pipe section in the extension direction (S3) in the third outer space (123-2) may be shorter than the length of the pipe section in the extension direction (S4) in the fourth outer space (124-2), and the length of the pipe section in the extension direction (S4) in the fourth outer space (124-2) may be shorter than the length of the pipe section in the extension direction (S5) in the fifth outer space (125-2).

[0052] Referring to FIG. 7, in the shock reduction structure (10) of a vehicle steering system according to the fourth embodiment of the present invention, a part of the steering shaft (20) may be supported in at least one of the plurality of corrugated portions (120). For example, a steering supporter (21) of the steering shaft (20) may be coupled to be supported in at least one of the first inner space (121-1), the second inner space (122-1), the third inner space (123-1), the fourth inner space (124-1), and the fifth inner space (125-1). In particular, when the pipe portion (110) is coupled to the steering shaft (20), the longitudinal end of the steering shaft (20) is configured to be positioned closer to the fifth inner space (125-1) than to the first inner space (121-1), so that in the event of a vehicle collision, the boss (100) can effectively cushion the impact caused by the vehicle collision.

[0053] [Example]

[0054] In the following, the stress distribution and displacement of the impact reduction structure of a vehicle steering system according to the present invention will be described in the event of an impact caused by a vehicle collision.

[0055] Referring to FIGS. 8 and 9, in the constraint conditions for verifying the stress distribution and displacement of the impact reduction structure of a vehicle steering system according to the present invention, the center of the boss is formed with a rigid element, and the remaining degrees of freedom, excluding the x direction, are constrained so that a static compressive load can be applied, and the jig (rigid mesh) in the impact reduction structure is completely fixed by constraining all degrees of freedom. The applied load applied to the impact reduction structure of the vehicle steering system is set to 150 kgf. In addition, by applying a contact condition (friction coefficient: 0.3) between the steering wheel and the jig, it is set so that when the steering wheel receives a load, it can spread out in the radial direction of the steering wheel.

[0056] By designing the weights of the conventional basic shape steering wheel and the steering wheel according to the present invention to be 1.401 kgf and 1.362 kgf, respectively, the steering wheel for the present invention has been reduced in weight by approximately 2.8%.

[0057] When a load is applied due to an impact caused by a vehicle collision, it was confirmed that the maximum displacement at the boss portion of the impact reduction structure of the vehicle steering system according to the present invention is greater than the maximum displacement of a conventional basic shape steering wheel.

[0058] The operation and effects of the shock reduction structure of a vehicle steering system according to the present invention will be described below.

[0059] The impact reduction structure of a vehicle steering system according to the present invention can implement a structural action that induces deformation of the boss when the impact force applied to the rim during a vehicle collision is transmitted to the boss. The boss is designed to form a certain folding pattern (folding buckling mode) along the impact transmission path, thereby utilizing the structural characteristics of the curved shape to perform the role of absorbing and dispersing impact energy in stages. This folding deformation of the impact reduction structure of the vehicle steering system can prevent sudden impact transmission, thereby mitigating the physical impact applied to the driver and effectively reducing the risk of injury that may occur during direct contact with the driver's head, chest, etc.

[0060] Furthermore, the impact reduction structure of a vehicle steering system according to the present invention can be designed to maintain the structural stability of the entire steering wheel even in the event of an impact. It is configured to have a material and structural restoration characteristics that facilitate easy restoration to the original shape even after deformation. Through this series of actions, the steering wheel of the present invention can mitigate the impact transmitted to the driver during a vehicle collision, maintain structural stability, ensure restorability, and provide long-term durability. It can maximize driver safety while simultaneously providing high reliability and practicality in terms of vehicle maintenance.

[0061] As described above, the present invention provides the effect that the shape of the boss absorbs and disperses shock in stages, thereby mitigating sudden shock transmission and uniformly deforming the steering wheel, so that stable energy dispersion can be achieved during a collision.

[0062] In addition, the present invention can provide the effect of enabling effective shock absorption solely through the structural design of the boss without the need for a separate shock absorption device, thereby offering advantages such as vehicle weight reduction, manufacturing cost reduction, and assembly process simplification.

[0063] In addition, the present invention provides an integrally formed rim and curved spoke structure that can simplify existing complex assembly processes, enables the steering wheel itself to internalize shock absorption functions without the need for separate insertable shock absorbers or external parts, improves energy absorption efficiency compared to conventional technology, enables structural simplicity and lightweighting, and provides the effect of reducing manufacturing costs and increasing productivity due to a reduction in the number of parts.

[0064] In addition, since the shape of the boss plays a role in absorbing and dispersing impact in stages, the sudden transmission of impact is mitigated and the steering wheel is uniformly deformed, thereby providing the effect of stable energy dispersion during a collision.

[0065] In addition, the present invention is designed to maintain the structural stability of the steering wheel even in the event of a collision and to facilitate easy restoration to its original state after deformation, thereby ensuring long-term durability and providing high reliability in terms of vehicle maintenance.

[0066] In addition, the present invention maintains the structural stability of the steering wheel even in the event of a collision and takes into account the possibility of restoration after deformation, thereby improving the safety and reliability of the vehicle and maximizing driver protection performance, while providing technical value that can contribute to the advancement of automobile manufacturing and safety technology.

[0067] In addition, the present invention is designed so that the boss deforms regularly according to a specific folding buckling mode upon impact, thereby providing the effect of achieving a gradual and stable energy dissipation effect.

[0068] In addition, the present invention provides superior performance compared to conventional technology in terms of improved manufacturing efficiency, simplification of internal components, and enhanced crash safety, and can provide the effect of substantially contributing to the improvement of safety technology throughout the automotive industry.

[0069] Although the embodiments of the present invention have been described above as specific embodiments, they are merely examples and the present invention is not limited thereto, but should be interpreted as having the broadest scope in accordance with the technical concept disclosed in this specification. Those skilled in the art may implement patterns of shapes not specified by combining or substituting the disclosed embodiments, and this also does not deviate from the scope of the present invention. Furthermore, those skilled in the art may easily modify or alter the disclosed embodiments based on this specification, and it is evident that such modifications or alterations also fall within the scope of the rights of the present invention. Explanation of the symbols

[0070] 10: Impact reduction structure 20: Steering axis 100: Boss 110: Official 120: Fold 121: First fold 121-1: 1st Inner Space 121-2: 1st Outer Space 122: Second fold section 122-1: Second inner space 122-2: Second outer space 123: Third pleat section 123-1: Third inner space 123-2: Third outer space 124: 4th fold section 124-1: 4th inner space 124-2: 4th outer space 125: 5th pleat section 125-1: 5th Inner Space 125-2: 5th Outer Space 200: Rim 300: Spoke 310: Supporter 320: Connector section

Claims

Claim 1 A boss coupled to a steering shaft; a spoke extending from the boss; and a rim spaced apart from the boss and supported by the spoke, wherein the boss provides a channel into which the steering shaft is inserted and a tubular portion extending in one direction; and includes a plurality of corrugated portions formed protruding outwardly from the outer diameter surface of the pipe portion and having an inner space formed therein that communicates with the channel, wherein the plurality of corrugated portions are spaced apart in the extension direction in which the pipe portion extends, and the plurality of corrugated portions include: a first corrugated portion spaced apart from the spoke by a first outer space and having a first inner space formed therein that communicates with a part of the channel; a second corrugated portion spaced apart from the first corrugated portion by a second outer space and having a second inner space formed therein that communicates with a part of the channel; a third corrugated portion spaced apart from the second corrugated portion by a third outer space and having a third inner space formed therein that communicates with a part of the channel; and a fourth corrugated portion spaced apart from the third corrugated portion by a fourth outer space and having a fourth inner space formed therein that communicates with a part of the channel. A shock reduction structure for a vehicle steering system comprising a fifth corrugated portion spaced apart from the fourth corrugated portion by a fifth outer space and having a fifth inner space formed therein that communicates with a part of the channel. Claim 2 A shock reduction structure for a vehicle steering system according to claim 1, wherein the spoke comprises a supporter portion coupled to the boss; and a connector portion extending from the supporter portion toward the rim to connect the supporter portion and the rim, wherein the supporter portion is located on the rear side where the steering shaft is located, and the connector portion extends obliquely toward the front side where the rim is located. Claim 3 In claim 2, the length in the extension direction in the inner space is equal to or longer than the axial length of the outer space in which a plurality of the corrugated portions are spaced apart, in a shock reduction structure for a vehicle steering system. Claim 4 delete Claim 5 In claim 1, the outer diameter of the first inner space is larger than the outer diameter of the second inner space, the outer diameter of the second inner space is larger than the outer diameter of the third inner space, the outer diameter of the third inner space is larger than the outer diameter of the fourth inner space, and the outer diameter of the fourth inner space is larger than the outer diameter of the fifth inner space, an impact reduction structure for a vehicle steering system. Claim 6 A shock reduction structure for a vehicle steering system according to claim 1, wherein the extensional length in the first outer space is longer than the extensional length in the second outer space, the extensional length in the second outer space is longer than the extensional length in the third outer space, the extensional length in the third outer space is longer than the extensional length in the fourth outer space, and the extensional length in the fourth outer space is longer than the extensional length in the fifth outer space. Claim 7 A shock reduction structure for a vehicle steering system according to claim 1, wherein a portion of the steering shaft is supported in at least one of the first inner space, the second inner space, the third inner space, the fourth inner space, and the fifth inner space.

Images