Intermediate shaft for vehicle steering device

Abstract

An intermediate shaft for a vehicle steering device, according to the present invention, comprises: a yoke tube; and a yoke shaft of which one end is inserted into one end of the yoke tube and which is movable in the axial direction with respect to the yoke tube, wherein the yoke shaft has formed in the other end thereof a plurality of corrugated portions absorbing the impact, and the plurality of corrugated portions are recessed inward with respect to the outer circumference of the other end of the yoke shaft. Thus, there is an advantage of improved impact absorption in the case of vehicle collision.

Description

Intermediate shaft for vehicle steering system

[0001] The present invention relates to an intermediate shaft for a steering apparatus of a vehicle, and more particularly, to an intermediate shaft for a steering apparatus of a vehicle having a plurality of corrugated portions for absorbing shock.

[0002] Meanwhile, this application was supported by the following national research and development project.

[0003] [National Research and Development Project Supporting This Invention]

[0004] [Project ID] 1415177534

[0005] [Assignment Number] P0018565

[0006] Ministry of Trade, Industry and Energy

[0007] [Name of Project Management (Specialist) Institution] Korea Institute for Advancement of Technology

[0008] [Research Project Name] Commercial Vehicle Industry Innovation Growth and Future Industrial Ecosystem Development Project

[0009] [Research Project Name] Development of a longitudinal and lateral integrated safety control system based on forward collision prediction for small and medium-sized commercial vehicles in compliance with safety regulations.

[0010] [Contribution rate] 1 / 1

[0011] [Name of the project performing organization] ESICS Co., Ltd.

[0012] Research Period: April 1, 2021 - December 31, 2024

[0013]

[0014] Typically, the steering wheel that constitutes the vehicle's steering system is placed in front of the driver's seat inside the vehicle's cabin.

[0015] The above steering wheel is configured to be held and rotated by the driver's hand to adjust the direction of travel of the vehicle. That is, when the driver wishes to steer the vehicle to the left while driving, the driver rotates the steering wheel to the left, and when the driver wishes to steer the vehicle to the right, the driver rotates the steering wheel to the right.

[0016] The above steering wheel is coupled to the upper end of the steering shaft, and a power steering device is installed on the steering gear for moving the left and right tie rods left and right to assist the steering force of the steering wheel, and the lower end of the steering shaft and the upper end of the power steering device are connected by an intermediate shaft.

[0017] Since the intermediate shaft is arranged between the steering shaft and the power steering device, it is also called an intermediate shaft, or in short, an intermediate shaft.

[0018] The above intermediate shaft is composed of a yoke tube having a hollow portion formed at one end thereof, and a yoke shaft having one end inserted into the hollow portion of the yoke tube and capable of moving axially with respect to the yoke tube, and the yoke shaft or the yoke tube can absorb vibration and shock as it moves axially.

[0019] Korean Patent Publication No. 10-0569463 (April 7, 2006) (hereinafter referred to as “prior art”) discloses a “shock absorbing device for a steering column for a vehicle” having a support tube corresponding to the yoke tube and a lower shaft corresponding to the yoke shaft.

[0020] The above-mentioned conventional technology is characterized in that a steering column for a vehicle is provided in which a steering wheel is mounted on the upper part of an upper shaft, a lower shaft is installed on the lower part, a capsule is installed on one side of the upper shaft, a curling plate is attached at a position adjacent to a connection part between the upper shaft and the lower shaft, and a support tube in which the lower shaft is inscribed is installed, wherein a bellows is installed at one end of the support tube, one end of which is connected to a universal joint, and the bellows has a diameter that does not interfere with the lower shaft when the lower shaft moves in the axial direction, and a support is provided at a predetermined position on the outside, and a protrusion is formed on the vehicle body so that the lower shaft collides with the support when moved by an impact.

[0021] However, the above conventional technology absorbs the impact by deforming the wrinkles of the bellows when a vehicle collides, but since the wrinkles are formed in a protruding shape on the outer surface of the bellows, there was a problem in that the wrinkles were not easily deformed by catching on surrounding parts when a vehicle collides.

[0022] In addition, since the above-mentioned conventional technology has wrinkles formed in a protruding shape on the outer surface of the bellows, the shape of the wrinkles must be formed simply to prevent the wrinkles from getting caught on surrounding parts in the event of a vehicle collision, and therefore, there was also a problem in that the shock absorption performance of the wrinkles was limited.

[0023]

[0024] The technical task of the present invention is to provide an intermediate shaft for a vehicle steering device in which a plurality of wrinkled portions, which are portions that absorb shock when deformed by the impact during a vehicle collision, are configured not to protrude outward, so that the plurality of wrinkled portions can be formed into various shapes, and shock absorption performance is improved.

[0025] The technical problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

[0026]

[0027] In order to achieve the above object, an intermediate shaft for a vehicle steering device according to the present invention comprises a yoke tube and a yoke shaft. One end of the yoke shaft is inserted into one end of the yoke tube and is axially movable relative to the yoke tube. A plurality of impact-absorbing wrinkles are formed along the axial direction at the other end of the yoke shaft. The plurality of wrinkles are formed to be recessed inwardly relative to the outer surface of the other end of the yoke shaft.

[0028] The outer surface of the portion connecting the plurality of wrinkles may extend axially straightly with respect to the outer surface of the other end of the yoke shaft.

[0029] The outer surface of the other end of the above yoke shaft and the outer surface of the above middle portion may have the same radius from the axis center.

[0030] Each of the above plurality of wrinkles can be formed as an inwardly convex curved surface.

[0031] Each of the above plurality of wrinkles can be formed into a pointed mountain-shaped portion facing inward.

[0032] Each of the above plurality of wrinkles may be composed of a curved portion convex inwardly and a mountain-shaped portion formed inwardly pointedly in the center of the curved portion.

[0033] The above-mentioned mountain-shaped portions can be formed in multiple consecutive axial directions.

[0034] Each of the plurality of above-mentioned wrinkled portions may be composed of a first curved portion that is convex inwardly and a second curved portion that is formed convexly inwardly at the center of the first curved portion.

[0035] The above second curved portion can be formed in multiple consecutive axial directions.

[0036] An intermediate shaft for a vehicle steering device according to the present invention comprises a yoke tube and a yoke shaft. One end of the yoke shaft is inserted into one end of the yoke tube and is axially movable relative to the yoke tube. A plurality of impact-absorbing folds are formed along the axial direction at the other end of the yoke tube. The plurality of folds are formed to be recessed inwardly relative to the outer surface of the other end of the yoke tube.

[0037] The outer surface of the portion connecting the plurality of wrinkles may extend straight in the axial direction with respect to the outer surface of the other end of the yoke tube.

[0038] The outer surface of the other end of the above yoke tube and the outer surface of the above middle portion may have the same radius from the axis center.

[0039] Specific details of other embodiments are included in the detailed description and drawings.

[0040]

[0041] An intermediate shaft for a vehicle steering device according to the present invention has a plurality of wrinkles formed along an axial direction on the outer surface of at least one of a yoke tube and a yoke shaft, wherein the plurality of wrinkles are not formed to protrude outward from the at least one outer surface, but are formed to be recessed inward with respect to the at least one outer surface, so that when the plurality of wrinkles are deformed by an impact during a vehicle collision, they can be easily deformed without being caught on surrounding parts, and the plurality of wrinkles can be formed in various shapes, so that there is an effect of improving shock absorption performance.

[0042] The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

[0043]

[0044] FIG. 1 is a schematic drawing of a vehicle steering device including an intermediate shaft for a vehicle according to an embodiment of the present invention;

[0045] Figure 2 is a drawing showing the yoke shaft shown in Figure 1;

[0046] Fig. 3 is a longitudinal cross-sectional view showing a first embodiment of the wrinkle portion illustrated in Fig. 2;

[0047] Fig. 4 is a longitudinal cross-sectional view showing a second embodiment of the wrinkle portion illustrated in Fig. 2;

[0048] Fig. 5 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a third embodiment of the wrinkle portion illustrated in Fig. 2;

[0049] Fig. 6 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a fourth embodiment of the wrinkle portion illustrated in Fig. 2;

[0050] Fig. 7 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a fifth embodiment of the wrinkle portion illustrated in Fig. 2.

[0051] Fig. 8 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a sixth embodiment of the wrinkle portion illustrated in Fig. 2.

[0052]

[0053] <Explanation of symbols>

[0054] 300: Intermediate shaft 310: Yoke tube

[0055] 320: Yoke shaft 325: Wrinkle part

[0056]

[0057] Hereinafter, an intermediate shaft for a vehicle steering device according to embodiments of the present invention will be described with reference to drawings.

[0058] Although the present invention may have various modifications and various embodiments, specific embodiments will be illustrated in the drawings and described in detail.

[0059] However, this is not intended to limit the present invention to a specific embodiment, and it should be understood that all modifications, equivalents, and alternatives included within the spirit and technical scope of the present invention are included. Similar reference numerals have been used to refer to similar components throughout the description of each drawing.

[0060] When a component is referred to as being "connected" or "coupled" to another component, it should be understood that it may be directly connected or coupled to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "directly coupled" to another component, it should be understood that there are no other components intervening.

[0061] The terminology used in this application is only used to describe specific embodiments and is not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this application, it should be understood that the terms "comprise" or "have" indicate the presence of a feature, number, step, operation, component, part, or combination thereof described in the specification, but do not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0062] Hereinafter, with reference to the attached drawings, preferred embodiments of the present invention will be described in more detail. Hereinafter, identical components in the drawings will be designated by the same reference numerals, and redundant descriptions of identical components will be omitted.

[0063] FIG. 1 is a schematic drawing of a vehicle steering device including an intermediate shaft for a vehicle according to an embodiment of the present invention.

[0064] Referring to FIG. 1, a steering device (1) of a vehicle according to an embodiment of the present invention may include a steering column (100), a steering shaft (200), an intermediate shaft (300), a power steering device (400), and a steering gear (500).

[0065] A mounting bracket can be installed on the outer periphery of the steering column (100), and the mounting bracket can be coupled to the vehicle body to support the steering column (100).

[0066] A steering column (100) can rotatably support a steering shaft (200). The outer surface of the steering shaft (200) can be rotatably coupled to the inner surface of the steering column (100) via a ball bearing. That is, the ball bearing can include an inner ring and an outer ring, and a plurality of balls are arranged circumferentially between the inner ring and the outer ring, so that the inner ring and the outer ring can be rotatably arranged relative to each other. The inner ring is installed on the outer surface of the steering shaft (200), and the outer ring is installed on the inner surface of the steering column (100), so that the outer surface of the steering shaft (200) can be rotatably coupled to the inner surface of the steering column (100) via the ball bearing.

[0067] The steering shaft (200) can pass through the steering column (100) vertically. The upper end of the steering shaft (200) can be arranged to protrude from the upper end of the steering column (100), and the lower end of the steering shaft (200) can be arranged to protrude from the lower end of the steering column (100).

[0068] A steering wheel (not shown) that is configured to be held by the driver's hand and turned left or right to steer the vehicle's wheels may be coupled to the upper end of the steering shaft (200).

[0069] The lower end of the steering shaft (200) can be coupled to the intermediate shaft (300) via the first universal joint (340). That is, the upper end of the intermediate shaft (300) can be coupled to the lower end of the steering shaft (200) via the first universal joint (340).

[0070] The lower end of the intermediate shaft (300) can be coupled with the input shaft of the power steering device (400). The input shaft of the power steering device (400) is arranged to protrude from the upper end of the power steering device (400) and can be coupled to the lower end of the intermediate shaft (300).

[0071] The intermediate shaft (300) is composed of two axially movable parts and can be axially variable in length. That is, the intermediate shaft (300) can be composed of a yoke tube (310) and a yoke shaft (320), and the yoke shaft (320) can be axially movable with respect to the yoke tube (310) by having its upper end inserted into the lower end of the yoke tube (310).

[0072] The yoke tube (310) may be formed hollow, and the upper end of the yoke shaft (320) may be inserted into the hollow through the lower end of the yoke tube (310). Of course, the yoke shaft (320) may also be formed hollow.

[0073] When vibration or shock is transmitted to the intermediate shaft (300), the upper end of the yoke shaft (320) moves axially within the yoke tube (310), thereby allowing the intermediate shaft (300) to absorb the vibration or shock transmitted to the steering wheel while changing its length in the axial direction.

[0074] The yoke tube (310) may be positioned close to the steering shaft (200), and the yoke shaft (320) may be positioned close to the power steering device (400). However, the yoke tube (310) and the yoke shaft (320) may be positioned with their positions switched. That is, the yoke tube (310) may be positioned close to the power steering device (400), and in this case, the yoke shaft (320) may be positioned close to the steering shaft (200). Hereinafter, the description will be limited to the case where the yoke tube (310) is positioned close to the steering shaft (200), and the yoke shaft (320) is positioned close to the power steering device (400).

[0075] The upper end of the yoke tube (310) can be coupled 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 coupled to the input shaft protruding upward of the power steering device (400) via the second universal joint (350).

[0076] A pinion shaft (not shown) may be protrudingly arranged at the bottom of the power steering device (400). A pinion gear (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), and in this state, the pinion gear may mesh with a rack gear (not shown) formed on a rack bar (520) that is arranged to be movable left and right inside the housing (510) of the steering gear (500).

[0077] Tie rods (530, 540) may be connected to the left and right ends of the rack bar (520), respectively. The tie rods (530, 540) may include a left tie rod (530) connected to the knuckle of the left wheel, and a right tie rod (540) connected to the knuckle of the right wheel.

[0078] When the pinion shaft above rotates in one direction, the rack bar (520) moves linearly to the left, and accordingly, the left tie rod (530) and the right tie rod (540) move linearly to the left, thereby rotating the knuckles coupled to the left and right wheel wheels to the left, thereby allowing the left and right wheel wheels to be steered to the left.

[0079] In addition, when the pinion shaft is rotated in the other direction, the rack bar (520) moves linearly to the right, and accordingly, the left tie rod (530) and the right tie rod (540) move linearly to the right, thereby rotating the knuckles coupled to the left and right wheel wheels to the right, thereby allowing the left and right wheel wheels to be steered to the right.

[0080] Meanwhile, in order to absorb the impact in the event of a vehicle collision, the intermediate shaft (300) may be provided with a plurality of wrinkled portions (325, see FIG. 2) that absorb the impact by being deformed by the impact. Hereinafter, the plurality of wrinkled portions (325) will be described in detail.

[0081] Figure 2 is a drawing showing the yoke shaft illustrated in Figure 1.

[0082] In the following description, one end of the yoke shaft (320) and the upper end of the yoke shaft (320) may have the same meaning, the other end of the yoke shaft (320) and the lower end of the yoke shaft (320) may have the same meaning, one end of the yoke tube (310) and the lower end of the yoke tube (310) may have the same meaning, and the other end of the yoke tube (310) and the upper end of the yoke tube (310) may have the same meaning.

[0083] Referring to FIGS. 1 and 2, a plurality of wrinkles (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 be a portion that is not inserted into the lower end of the yoke tube (310) but is positioned outside the yoke tube (310). In addition, the lower end of the yoke shaft (320) may be a portion to which a second universal joint (350) is connected at the lower end.

[0084] Although not shown in the drawing, the plurality of wrinkles (325) may be formed not at the lower end of the yoke shaft (320), but at the upper end of the yoke tube (310). The upper end of the yoke tube (310) may be the portion to which the first universal joint (340) is connected at the upper end.

[0085] Of course, multiple wrinkles (325) may be formed on both the lower end of the yoke shaft (320) and the upper end of the yoke tube (310).

[0086] In conclusion, a plurality of wrinkles (325) can be formed on at least one of the lower end of the yoke shaft (320) and the upper end of the yoke tube (310).

[0087] In this way, one end of the yoke shaft (320) can be inserted and positioned into one end of the yoke tube (310), and a plurality of wrinkles (325) can be formed along the axial direction on at least one of the other end of the yoke tube (310) and the other end of the yoke shaft (320).

[0088] The plurality of wrinkles (325) are deformed by the impact upon a vehicle collision and absorb the impact, thereby preventing the impact from being transmitted to the steering wheel and the steering wheel from hitting the driver.

[0089] In particular, the plurality of wrinkles (325) may be formed in a groove shape by being recessed inwardly relative to at least one of the outer peripheral surfaces of the upper portion of the yoke tube (310) and the lower portion of the yoke shaft (320) rather than being formed to protrude outwardly.

[0090] Accordingly, the plurality of wrinkles (325) can be easily deformed without being caught by surrounding parts when deformed by impact during a vehicle collision, and the plurality of wrinkles (325) can be formed into various shapes, so that shock absorption performance can be improved.

[0091] Hereinafter, the various shapes of the multiple wrinkles (325) will be described in detail.

[0092] Fig. 3 is a longitudinal cross-sectional view showing a first embodiment of the wrinkle portion illustrated in Fig. 2.

[0093] Referring to FIG. 3, each of the plurality of wrinkles (325) of the first embodiment can be formed as an inwardly convex curved portion (325A).

[0094] The curved portion (325A) may be formed in an inwardly convex semicircle. However, the curved portion (325A) may also be formed in an inwardly convex arc shape.

[0095] The plurality of wrinkled portions (325) of the first embodiment can be connected by a spacer (326). That is, the plurality of curved portions (325A) can be connected by a spacer (326).

[0096] The outer circumference of the inter-section (326) connecting the plurality of wrinkled portions (325) of the first embodiment can extend straight in the axial direction with respect to the outer circumference 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 circumference of the inter-section (326) connecting the plurality of curved portions (325A) can extend straight in the axial direction with respect to the outer circumference 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 circumference 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 circumference of the inter-section (326) can have the same radius from the axial center. Through this, since the at least one outer circumference can be formed smoothly, the at least one outer circumference can be prevented from catching on a surrounding component in the event of a vehicle collision.

[0097] Specifically, when a plurality of wrinkled portions (325) are formed at the lower end of the yoke shaft (320), the outer surface of the inter-section (326) connecting the plurality of wrinkled portions (325) can be extended straight in the axial direction with respect to the outer surface of the lower end of the yoke shaft (320). That is, when a plurality of curved portions (325A) are formed at the lower end of the yoke shaft (320), the outer surface of the inter-section (326) connecting the plurality of curved portions (325A) can be extended straight in the axial direction with respect to the outer surface of the lower end of the yoke shaft (320).

[0098] In addition, when a plurality of wrinkled portions (325) are formed at the upper end of the yoke tube (310), the outer surface of the inter-portion (326) connecting the plurality of wrinkled portions (325) can be extended straight in the axial direction with respect to the outer surface of the upper end of the yoke tube (310). That is, when a plurality of curved portions (325A) are formed at the upper end of the yoke tube (310), the outer surface of the inter-portion (326) connecting the plurality of curved portions (325A) can be extended straight in the axial direction with respect to the outer surface of the lower end of the yoke shaft (320).

[0099] In other words, when a plurality of wrinkles (325) are formed at the lower end of the yoke shaft (320), the outer surface of the lower end of the yoke shaft (320) and the outer surface of the middle portion (326) can have the same radius from the axis center.

[0100] In addition, when a plurality of wrinkles (325) are formed at the upper end of the yoke tube (310), the outer surface of the upper end of the yoke tube (310) and the outer surface of the middle portion (326) may have the same radius from the axis center.

[0101] Fig. 4 is a longitudinal cross-sectional view showing a second embodiment of the wrinkle portion illustrated in Fig. 2.

[0102] Referring to FIG. 4, each of the plurality of wrinkles (325) of the second embodiment can be formed as an inwardly pointed mountain-shaped portion (325B).

[0103] The mountain-shaped portion (325B) can be formed as a pair of inclined portions whose distance from each other becomes closer as they go inward.

[0104] The plurality of wrinkled portions (325) of the second embodiment can be connected by a spacer (326). That is, the plurality of mountain-shaped portions (325B) can be connected by a spacer (326).

[0105] The outer circumference of the inter-section (326) connecting the plurality of pleated portions (325) of the second embodiment can extend straight in the axial direction with respect to the outer circumference 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 circumference of the inter-section (326) connecting the plurality of ridged portions (325B) can extend straight in the axial direction with respect to the outer circumference 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 circumference 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 circumference of the inter-section (326) can have the same radius from the axial center. Through this, since the at least one outer circumference can be formed smoothly, the at least one outer circumference can be prevented from catching on a surrounding component when a vehicle crashes.

[0106] Fig. 5 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a third embodiment of the wrinkle portion illustrated in Fig. 2.

[0107] Referring to FIG. 5, each of the plurality of wrinkle portions (325) of the third embodiment may be formed in a shape that combines the wrinkle portions (325) of the first embodiment illustrated in FIG. 3 and the wrinkle portions (325) of the second embodiment illustrated in FIG. 4. That is, each of the plurality of wrinkle portions (325) of the third embodiment may include an inwardly convex curved portion (325C) and an inwardly pointed ridged portion (325D) formed at the center of the curved portion (325C).

[0108] The mountain-shaped portion (325D) can be formed as a pair of inclined portions whose distance from each other becomes closer as they go inward.

[0109] The plurality of pleated portions (325) of the third embodiment may be connected by a spacer portion (326). The outer surface of the spacer portion (326) connecting the plurality of pleated portions (325) of the third embodiment may extend axially straightly with respect to the outer 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 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 surface of the spacer portion (326) may have the same radius from the center of the axis. Through this, since the at least one outer surface can be formed smoothly, the at least one outer surface can be prevented from getting caught on a surrounding component when a vehicle crashes.

[0110] Fig. 6 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a fourth embodiment of the wrinkle portion illustrated in Fig. 2.

[0111] Referring to FIG. 6, each of the plurality of wrinkle portions (325) of the fourth embodiment can be formed in a shape in which one more mountain-shaped portion (325D) is formed in the wrinkle portion (325) of the third embodiment illustrated in FIG. 5.

[0112] That is, each of the plurality of wrinkled portions (325) of the fourth embodiment includes a curved portion (325E) that is convex inwardly and a mountain-shaped portion (325F) that is formed in the center of the curved portion (325E) and is sharply formed inwardly. The mountain-shaped portions (325F) may be formed in pairs that are axially continuous. However, the mountain-shaped portions (325F) may also be formed in multiples, three or more, that are axially continuous.

[0113] The mountain-shaped portion (325F) can be formed as a pair of inclined portions whose distance from each other becomes closer as they go inward.

[0114] The plurality of pleated portions (325) of the fourth embodiment may be connected by a spacer portion (326). The outer surface of the spacer portion (326) connecting the plurality of pleated portions (325) of the fourth embodiment may extend axially straightly with respect to the outer 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 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 surface of the spacer portion (326) may have the same radius from the center of the axis. Through this, since the at least one outer surface can be formed smoothly, the at least one outer surface can be prevented from getting caught on a surrounding component when a vehicle crashes.

[0115] Fig. 7 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a fifth embodiment of the wrinkle portion illustrated in Fig. 2.

[0116] Referring to Fig. 7, each of the plurality of wrinkle portions (325) of the fifth embodiment may be composed of a first curved portion (325G) that is convex inwardly and a second curved portion (325H) that is formed convexly inwardly at the center of the first curved portion (325G). The second curved portion (325H) may have a smaller radius of curvature than the first curved portion (325G).

[0117] The first curved portion (325G) may be formed in a semicircular shape. However, the first curved portion (325G) may also be formed in an arc shape.

[0118] The plurality of pleated portions (325) of the fifth embodiment may be connected by a spacer portion (326). The outer surface of the spacer portion (326) connecting the plurality of pleated portions (325) of the fifth embodiment may extend axially straightly with respect to the outer 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 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 surface of the spacer portion (326) may have the same radius from the center of the axis. Through this, since the at least one outer surface can be formed smoothly, the at least one outer surface can be prevented from getting caught on a surrounding component when a vehicle crashes.

[0119] Fig. 8 is a longitudinal cross-sectional view and an enlarged view of a portion thereof showing a sixth embodiment of the wrinkle portion illustrated in Fig. 2.

[0120] Referring to FIG. 8, each of the plurality of wrinkle portions (325) of the sixth embodiment can be formed in a shape in which one more second curved portion (325H) is formed in the wrinkle portion (325) of the fifth embodiment illustrated in FIG. 7.

[0121] That is, each of the plurality of wrinkle portions (325) of the sixth embodiment includes a first curved portion (325M) that is convex inwardly and a second curved portion (325N) that is convex inwardly formed at the center of the first curved portion (325M), and the second curved portions (325N) may be formed in pairs that are axially continuous. However, the second curved portions (325N) may also be formed in multiples, three or more, that are axially continuous.

[0122] The plurality of pleated portions (325) of the sixth embodiment may be connected by a spacer portion (326). The outer surface of the spacer portion (326) connecting the plurality of pleated portions (325) may extend axially straightly with respect to the outer 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 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 surface of the spacer portion (326) may have the same radius from the center of the axis. Through this, since the at least one outer surface can be formed smoothly, the at least one outer surface can be prevented from getting caught on a surrounding component when a vehicle crashes.

[0123]

[0124] As described above, the intermediate shaft (300) for a vehicle steering device according to embodiments of the present invention has a plurality of wrinkled portions (325) formed along the axial direction on the outer surface of at least one of the yoke tube (310) and the yoke shaft (320), and the plurality of wrinkled portions (325) are not formed to protrude outward from the at least one outer surface, but are formed to be recessed inward with respect to the at least one outer surface. Therefore, when the plurality of wrinkled portions (325) are deformed by an impact during a vehicle collision, they can be easily deformed without being caught on surrounding parts, and the plurality of wrinkled portions (325) can be formed in various shapes, so that shock absorption performance can be improved.

[0125] This can be added as an excellent advantage, such as resolving structural features that make it difficult to meet the package crash absorption characteristics due to interference between parts that causes restrictions on the package action radius of the wrinkled part of the existing intern shaft product, such as an increase in package size or the need for dual parts due to the diversification of core electrical components such as electric vehicles.

[0126]

[0127] Those skilled in the art will appreciate that the present invention can be implemented in other specific forms without altering the technical concept or essential characteristics thereof. Therefore, the embodiments described above should be understood as illustrative in all respects and not restrictive. The scope of the present invention is indicated by the claims that follow rather than the detailed description above, and all changes or modifications derived from the meaning and scope of the claims and their equivalents should be construed as being included within the scope of the present invention.

[0128]

[0129] The present invention provides an intermediate shaft for a vehicle steering device in which a plurality of wrinkled portions, which are portions that absorb shock when deformed by impact during a vehicle collision, are configured not to protrude outward, thereby enabling the plurality of wrinkled portions to be formed into various shapes and having improved shock absorption performance.

Claims

1. Yoke tube; and A yoke shaft having one end inserted into one end of the yoke tube and axially movable relative to the yoke tube; At the other end of the above yoke shaft, a plurality of wrinkles for absorbing shock are formed along the axial direction, An intermediate shaft for a vehicle steering device, wherein the above plurality of wrinkled portions are formed by being recessed inwardly relative to the outer surface of the other end of the yoke shaft.

2. In claim 1, An intermediate shaft for a vehicle steering device, wherein the outer surface of the portion connecting the plurality of above-mentioned wrinkles extends axially straightly with respect to the outer surface of the other end of the above-mentioned yoke shaft.

3. In claim 2, An intermediate shaft for a vehicle steering device, wherein the outer surface of the other end of the yoke shaft and the outer surface of the intermediate portion have the same radius from the center of the shaft.

4. In claim 1, An intermediate shaft for a vehicle steering device, wherein each of the plurality of above-mentioned wrinkled portions is formed as an inwardly convex curved portion.

5. In claim 1, An intermediate shaft for a vehicle steering device, wherein each of the plurality of above-mentioned wrinkled portions is formed as a pointed mountain-shaped portion facing inward.

6. In claim 1, An intermediate shaft for a vehicle steering device, wherein each of the plurality of wrinkled portions includes a curved portion convex inwardly and a mountain-shaped portion formed inwardly and pointedly at the center of the curved portion.

7. In claim 6, An intermediate shaft for a vehicle steering device in which a plurality of the above-mentioned mountain-shaped sections are formed in a continuous manner in the axial direction.

8. In claim 1, An intermediate shaft for a vehicle steering device, wherein each of the plurality of wrinkled portions includes a first curved portion that is convex inwardly and a second curved portion that is formed convexly inwardly at the center of the first curved portion.

9. In claim 8, An intermediate shaft for a vehicle steering device, wherein the second curved portion is formed in a plurality of continuous axial directions. 10.Yoke tube; and A yoke shaft having one end inserted into one end of the yoke tube and axially movable relative to the yoke tube; At the other end of the above yoke tube, a plurality of shock-absorbing wrinkles are formed along the axial direction, An intermediate shaft for a vehicle steering device, wherein the plurality of wrinkled portions are formed by being recessed inwardly relative to the outer surface of the other end of the yoke tube.

11. In claim 10, An intermediate shaft for a vehicle steering device, wherein the outer surface of the portion connecting the plurality of above-mentioned wrinkles extends straightly in the axial direction with respect to the outer surface of the other end of the above-mentioned yoke tube.

12. In claim 11, An intermediate shaft for a vehicle steering device, wherein the outer surface of the other end of the yoke tube and the outer surface of the intermediate portion have the same radius from the center of the shaft.

Images