Shaft for vehicle

Abstract

A shaft for a vehicle according to the present invention comprises: a shaft body having a first serration formed on the outer circumference of one end portion thereof; and a shaft yoke having formed therein a first coupling hole into which one end portion of the shaft body is inserted to be coupled to the first serration. The other end portion of the shaft body passes through the first coupling hole, and after that, one end portion of the shaft body is inserted into the first coupling hole so that the first serration is coupled to the first coupling hole. Thus, the separation of the shaft yoke from the shaft body can be prevented.

Description

vehicle shaft

[0001] The present invention relates to a shaft for a vehicle, and more particularly, to a shaft for a vehicle having a yoke attached to one end thereof.

[0002] Typically, a steering wheel, which constitutes the vehicle's steering system, is placed in front of the driver's seat inside the vehicle's cabin.

[0003] 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.

[0004] The steering device of the above vehicle comprises a steering shaft having the steering wheel installed at the upper end, an intermediate shaft having an upper end connected to a lower end of the steering shaft through a universal joint, a steering motor connected to the lower end of the intermediate shaft through the universal joint, and a steering gear having a rack bar that engages with a pinion gear provided at the lower end of the rotation shaft of the steering motor, in addition to the steering wheel.

[0005] The lower end of the intermediate shaft is connected to the upper end of the rotational shaft of the steering motor through a universal joint. The pinion gear provided at the lower end of the rotational shaft of the steering motor is engaged with the rack bar, which is arranged to be movable left and right inside the housing of the steering gear. A left tie rod and a right tie rod are connected to the left and right ends of the rack bar, respectively. The left tie rod is connected to the knuckle of the left wheel, and the right tie rod is connected to the knuckle of the right wheel.

[0006] When the rotation axis of the steering motor is rotated in one direction, the rack bar moves linearly to the left, and accordingly, the left tie rod and the right tie rod move linearly to the left, thereby rotating the knuckles respectively connected to the left and right wheels to the left, thereby steering the left and right wheels to the left.

[0007] In addition, when the rotation axis of the steering motor is rotated in the other direction, the rack bar moves linearly to the right, and accordingly, the left tie rod and the right tie rod move linearly to the right, thereby rotating the knuckles coupled to the left and right wheels, respectively, to the right, thereby steering the left and right wheels to the right.

[0008] Meanwhile, the intermediate shaft is largely composed of two parts and has a variable length in the axial direction. That is, the intermediate shaft is composed of a tube and a shaft, and one end of the shaft is inserted into one end of the tube and installed so as to be able to slide in the axial direction. By sliding one end of the shaft in the axial direction within one end of the tube, the intermediate shaft absorbs vibration transmitted from the wheel to the steering wheel while having a variable length in the axial direction.

[0009] The above intermediate shaft is provided with a yoke at each end of the tube and the other end of the shaft.

[0010] Korean Patent Publication No. 10-1486415 (January 26, 2015) (hereinafter referred to as “prior art”) discloses a “method for assembling an intermediate shaft for a steering device,” which is a technique for assembling the yoke to the other end of the shaft.

[0011] The above-mentioned conventional technology comprises a step of forming serrations on the inner diameter portion of a yoke of a universal joint, a step of forming a groove portion to have an internal space at one end of an intermediate shaft to be fitted into the yoke, and a fitting portion forming step of forming a fitting portion in which serrations are formed on an outer diameter portion of the groove portion, a step of inserting the fitting portion of the intermediate shaft into the interior of the yoke so as to be fitted therein and performing serration coupling, and a fitting portion pressing step of pressing the inner side of the upper end of the fitting portion of the intermediate shaft coupled with the yoke so that the upper end of the fitting portion expands outward beyond the inner diameter of the yoke, thereby preventing mutual separation between the yoke and the intermediate shaft, and in the process of forming serrations on the fitting portion of the intermediate shaft, a stepped small-diameter portion is formed so that the outer diameter portion of the fitting portion is smaller than another portion of the fitting portion, and in the serration coupling step, the small-diameter portion protrudes through the inner diameter portion of the yoke.

[0012] However, the above-mentioned prior art had a problem in that the yoke detached from the intermediate shaft when the yoke was coupled to the intermediate shaft.

[0013]

[0014] The technical problem of the present invention is to provide a vehicle shaft capable of preventing the yoke from coming off.

[0015] 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.

[0016]

[0017] In order to achieve the above object, a vehicle shaft according to the present invention comprises a shaft body and a shaft yoke. A first serration is formed on an outer surface of one end of the shaft body. A first coupling hole is formed in the shaft yoke. One end of the shaft body is inserted into the first coupling hole, and the first coupling hole is coupled with the first serration. After the other end of the shaft body passes through the first coupling hole, one end of the shaft body is inserted into the first coupling hole, and the first serration is coupled to the first coupling hole.

[0018] The shaft yoke may have a first step formed on the outer side of the first coupling hole. A first step engaging ring may be formed at one end of the shaft body. The first step engaging ring may have an outer diameter larger than the first serration and may be engaged with the first step.

[0019] One end of the shaft body may have a larger outer diameter than the remaining part of the shaft body excluding the one end of the shaft body.

[0020] A first inclined ring portion may be formed at one end of the shaft body between the remaining portion of the shaft body and the first serration. The outer diameter of the first inclined ring portion may become smaller as it moves away from the first serration.

[0021] When the shaft yoke is connected to one end of the shaft body, a portion of the first serration closer to the other end of the shaft body may be placed on the outside of the shaft yoke.

[0022] A vehicle shaft according to the present invention comprises a tube and a tube yoke. A second serration is formed on the outer surface of one end of the tube. A second coupling hole is formed in the tube yoke. One end of the tube is inserted into the second coupling hole, and the second coupling hole is coupled with the second serration. After the other end of the tube passes through the second coupling hole, one end of the tube is inserted into the second coupling hole, and the second serration is coupled to the second coupling hole.

[0023] The above tube yoke may have a second step formed on the outside of the second coupling hole. A second step engaging ring may be formed at one end of the tube. The second step engaging ring may have an outer diameter larger than the second serration and may be engaged with the second step.

[0024] One end of the above tube may be formed to have a larger outer diameter than the remaining part of the tube excluding the one end of the tube.

[0025] A second inclined ring portion may be formed at one end of the tube between the remainder of the tube and the second serration. The outer diameter of the second inclined ring portion may become smaller as it moves away from the second serration.

[0026] When the above tube yoke is connected to one end of the tube, a portion of the second serration closer to the other end of the tube may be placed on the outside of the tube yoke.

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

[0028]

[0029] The vehicle shaft according to the present invention has the effect of preventing the shaft yoke from being separated from one end of the shaft body when the shaft yoke is connected to one end of the shaft body.

[0030] In addition, the vehicle shaft according to the present invention has an effect of preventing the tube yoke from being detached from one end of the tube when the tube yoke is connected to one end of the tube.

[0031] 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.

[0032]

[0033] Figure 1 is a drawing schematically showing a steering device of a vehicle according to an embodiment of the present invention;

[0034] Figure 2 is a drawing showing a propeller shaft of a vehicle according to an embodiment of the present invention;

[0035] Fig. 3 is a drawing showing the intermediate shaft shown in Fig. 1;

[0036] Figure 4 is an exploded perspective view of Figure 3;

[0037] Figure 5 is a cross-sectional view of Figure 3;

[0038] Fig. 6 is a drawing showing the process of combining a shaft yoke with the shaft body shown in Figs. 3 and 4;

[0039] Fig. 7 is a drawing showing the process of attaching a tube yoke to the tubes shown in Figs. 3 and 4;

[0040] Fig. 8 is a longitudinal cross-sectional view showing the operation of the intermediate shaft illustrated in Fig. 3.

[0041]

[0042] <Explanation of symbols>

[0043] 310: Tube 310A: One end of the tube

[0044] 310B: Rest of the tube 311: Second serration

[0045] 314: Tube yoke 314A: Second coupling hole

[0046] 314B: Second step 316: Second step catch ring

[0047] 317: Second inclined ring part 320: Shaft body

[0048] 320A: One end of the shaft body 320B: The remaining part of the shaft body

[0049] 321: First serration 324: Shaft yoke

[0050] 324A: First joining hole 324B: First step

[0051] 326: First step engaging ring part 327: First inclined ring part

[0052]

[0053] Hereinafter, a vehicle shaft according to an embodiment of the present invention will be described with reference to drawings.

[0054] Although the present invention may have various modifications and various embodiments, specific embodiments will be illustrated in the drawings and described in detail.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] Hereinafter, the same reference numerals are used for identical components in the drawings, and duplicate descriptions of identical components are omitted.

[0059] FIG. 1 is a drawing schematically showing a steering device of a vehicle according to an embodiment of the present invention.

[0060] 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).

[0061] 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).

[0062] 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.

[0063] 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).

[0064] 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).

[0065] 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). A yoke (not indicated in the drawing) constituting the first universal joint (340) can be provided at the lower end of the steering shaft (200), and a yoke (314) constituting the first universal joint (340) can also be provided at the upper end of the intermediate shaft (300).

[0066] 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 upwardly from the power steering device (400) and can be coupled to the lower end of the intermediate shaft (300). The upper end of the input shaft of the power steering device (400) can be coupled to the intermediate shaft (300) through the second universal joint (350). That is, the lower end of the intermediate shaft (300) can be coupled to the upper end of the input shaft of the power steering device (400) through the second universal joint (350). A yoke (not indicated in the drawing) constituting the second universal joint (350) can be provided at the upper end of the input shaft of the power steering device (400), and a yoke (324) constituting the second universal joint (350) can also be provided at the lower end of the intermediate shaft (300).

[0067] The intermediate shaft (300) is composed of two axially movable parts and can have a variable length in the axial direction. That is, the intermediate shaft (300) can be composed of a tube (310) and a shaft body (320), and the shaft body (320) can be axially movable with respect to the tube (310) by having its upper end inserted into the lower end of the tube (310).

[0068] The lower part of the tube (310) may be formed as a hollow body (312, see FIG. 4), and the upper part of the shaft body (320) may be inserted into the hollow body (312) through the lower part of the tube (310). Of course, the shaft body (320) may also be formed as a hollow body, but in the present embodiment, the shaft body (320) is not formed as a hollow body.

[0069] When vibration or shock is transmitted to the intermediate shaft (300), the upper part of the shaft body (320) moves axially within the 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.

[0070] The tube (310) may be positioned close to the steering shaft (200), and the shaft body (320) may be positioned close to the power steering device (400). However, the tube (310) and the shaft body (320) may be positioned with their positions switched.

[0071] That is, the tube (310) may be arranged close to the power steering device (400), and in this case, the shaft body (320) may be arranged close to the steering shaft (200). When the tube (310) is arranged close to the power steering device (400) and the shaft body (320) is arranged close to the steering shaft (200), the upper end of the shaft body (320) may be coupled to the lower end of the steering shaft (200) through the first universal joint (340), the lower end of the tube (310) may be coupled to the input shaft protruding upward from the power steering device (400) through the second universal joint (350), and the lower end of the shaft body (320) may be inserted into a hollow formed in the upper end of the tube (310) through the upper end of the tube (310).

[0072] Hereinafter, the description will be limited to the case where the tube (310) is positioned close to the steering shaft (200) and the shaft body (320) is positioned close to the power steering device (400).

[0073] The upper end of the tube (310) can be connected to the lower end of the steering shaft (200) through the first universal joint (340), and the lower end of the shaft body (320) can be connected to the input shaft protruding upward of the power steering device (400) through the second universal joint (350).

[0074] 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).

[0075] 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.

[0076] 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.

[0077] 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.

[0078] Meanwhile, the core technology of the present invention relates to a technology for coupling a yoke (324) to one end of a shaft body (320) or coupling a yoke (314) to one end of a tube (310), and when the yoke (324) is coupled to one end of the shaft body (320), the yoke (324) can be prevented from being separated from one end of the shaft body (320), or when the yoke (314) is coupled to the tube (310), the yoke (314) can be prevented from being separated from the tube (310).

[0079] However, a vehicle may have not only an intermediate shaft (300) with a yoke at one end, but also various other shafts. For example, there is a propeller shaft with the yoke at one end. The propeller shaft will be described with reference to FIG. 2.

[0080] Fig. 2 is a drawing showing a propeller shaft of a vehicle according to an embodiment of the present invention.

[0081] Referring to FIG. 2, a propeller shaft (300-3) of a vehicle according to an embodiment of the present invention may include a tube (310-3) and a shaft body (320-3). Here, the propeller shaft (300-3) may be a propulsion shaft that transmits power from a transmission to a drive shaft in a rear-wheel drive (FR) vehicle.

[0082] A yoke (310-31) may be provided at one end of the tube (310-3) of the propeller shaft (300-3), and a yoke (320-31) may be provided at one end of the shaft body (320-3).

[0083] Hereinafter, only the intermediate shaft (300) will be described as an example, but since the vehicle shaft having the yoke at one end may be diverse, the intermediate shaft (300) may be a vehicle shaft having the yoke at one end.

[0084] Hereinafter, the yoke (324) coupled to one end of the shaft body (320) will be referred to as a shaft yoke (324), and the yoke (314) coupled to one end of the tube (310) will be referred to as a tube yoke (314). In addition, the vehicle shaft may include at least one of a component in which the shaft yoke (324) is coupled to one end of the shaft body (320), and a component in which the tube yoke (314) is coupled to one end of the tube (310).

[0085] Fig. 3 is a drawing showing the intermediate shaft illustrated in Fig. 1, Fig. 4 is an exploded perspective view of Fig. 3, and Fig. 5 is a cross-sectional view of Fig. 3.

[0086] Referring to FIGS. 3 to 5, a ball retainer (330) may be installed between the tube (310) and the shaft body (320) to maintain constant the wet load, which is a load generated when the tube (310) or the shaft body (320) moves in the axial direction. The ball retainer (330) may be installed on the outer circumferential surface of the shaft body (320).

[0087] The ball retainer (330) may include a plurality of balls (332) and a cylindrical cage (335) in which the plurality of balls (332) are rotatably mounted. The cage (335) may be formed as a single cylinder, may be formed as a cylinder by combining two semi-cylindrical balls, or may be formed as a cylinder by combining three or more circular cylinders. The upper end of the shaft body (320) may pass through the cylindrical cage (335).

[0088] A cylindrical ball mounting portion (336) may be formed axially long in the cage (335). The ball mounting portion (336) may be formed from one axial end of the cage (335) to the other axial end. It is preferable that a plurality of gripping holes (337) are formed in the ball mounting portion (336), into which a plurality of balls (332) are rotatably coupled. An elastic providing groove (338) may be formed in the ball mounting portion (336) near each of the axial sides of the plurality of gripping holes (337), which provides elasticity to the plurality of gripping holes (337). When a plurality of balls (332) are respectively mounted in a plurality of grip holes (337), the plurality of grip holes (337) are axially opened by the elastic force of the elastic providing groove (338), and when a plurality of balls (332) are respectively mounted in a plurality of grip holes (337), the plurality of grip holes (337) are retracted to their original positions by the elastic force of the elastic providing groove (338), so that the plurality of balls (332) can be rotatably coupled to the plurality of grip holes (337).

[0089] When a plurality of balls (332) are rotatably coupled to a plurality of grip holes (337), the plurality of balls (332) can be arranged to protrude from the outer and inner surfaces of the cage (335). The portion of the plurality of balls (332) that protrudes from the outer surface of the cage (335) can be inserted into an inner groove (315) to be described later, and the portion of the plurality of balls (332) that protrudes from the inner surface of the cage (335) can be inserted into an outer groove (325) to be described later.

[0090] The ball retainer (330) may be installed axially movably on the outer surface of the upper portion of the shaft body (320). Here, the upper portion of the shaft body (320) may be a portion inserted into the hollow portion (312), which is the internal space of the tube (310). That is, the ball retainer (330) may be installed axially movably on the outer surface of the portion of the shaft body (320) that is inserted into the internal space of the tube (310).

[0091] An outer groove (325) that can move axially can be formed on the outer surface of the upper portion of the shaft body (320) with a plurality of balls (332) inserted therein. The outer groove (325) can be formed axially long on the outer surface of the upper portion of the shaft body (320). A plurality of outer grooves (325) can be formed on the outer surface of the upper portion of the shaft body (320) and spaced apart from each other in the circumferential direction. In the present embodiment, six outer grooves (325) are formed on the outer surface of the upper portion of the shaft body (320) and spaced apart from each other in the circumferential direction.

[0092] In addition, an inner groove (315) that can move axially with a plurality of balls (332) inserted therein may be formed on the inner surface of the lower end of the tube (310). The inner groove (315) may be formed at a portion corresponding to the outer groove (325). The inner groove (315) may be formed axially long on the inner surface of the lower end of the tube (310). A plurality of inner grooves (315) may be formed on the inner surface of the lower end of the tube (310) and spaced apart from each other in the circumferential direction. In the present embodiment, six inner grooves (315) are formed on the outer surface of the lower end of the tube (310) and spaced apart from each other in the circumferential direction.

[0093] In the ball retainer (330), a plurality of balls (332) may be arranged in a plurality of rows in the circumferential direction. Here, the plurality of rows may correspond to the number of outer grooves (325) and may correspond to the number of inner grooves (315). That is, the plurality of rows may be composed of six rows. A plurality of balls (332) may be arranged in the axial direction in each of the plurality of rows.

[0094] FIG. 6 is a drawing showing the process of combining a shaft yoke with the shaft body illustrated in FIGS. 3 and 4.

[0095] Referring to FIGS. 3 and 4 and FIG. 6, the shaft body (320) may include one end (320A) and a remaining portion (320B). Here, the remaining portion (320B) of the shaft body (320) may be a portion of the shaft body (320) excluding one end (320A).

[0096] A first serration (321) may be formed on the outer surface of one end (320A) of the shaft body (320). The first serration (321) may have a shape in which axially long protrusions and axially long grooves are alternately formed along the circumference. A first coupling hole (324A) may be formed in the shaft yoke (324). The first coupling hole (324A) may be open in the axial direction. One end (320A) of the shaft body (320) may be inserted into the first coupling hole (324A), so that the first coupling hole (324A) may be coupled with the first serration (321). That is, by pressing one end (320A) of the shaft body (320) into the first coupling hole (324A), the first coupling hole (324A) may be coupled with the first serration (321).

[0097] However, when inserting one end (320A) of the shaft body (320) into the first coupling hole (324A), rather than inserting one end (320A) of the shaft body (320) directly into the first coupling hole (324A), the other end of the shaft body (320) may be inserted into the first coupling hole (324A) in the direction of the arrow in FIG. 6 (a) before one end (320A) of the shaft body (320) is inserted, and then one end (320A) of the shaft body (320) may be inserted into the first coupling hole (324A).

[0098] That is, after the other end of the shaft body (320) passes through the first coupling hole (324A), one end (320A) of the shaft body (320) is inserted into the first coupling hole (324A) so that the first serration (321) can be coupled to the first coupling hole (324A).

[0099] In order to ensure that one end (320A) of the shaft body (320) is pressed into the first coupling hole (324A) after the other end of the shaft body (320) passes through the first coupling hole (324A), it is preferable that one end (320A) of the shaft body (320) be formed with a larger outer diameter than the remaining end (320B) of the shaft body (320).

[0100] A first step (324B) may be formed on the outer side of the first coupling hole (324) of the shaft yoke (324). A first step engaging ring portion (326) may be formed at the end of one end (320A) of the shaft body (320). The first step engaging ring portion (326) may have a larger outer diameter than the first serration (321). Therefore, when one end (320A) of the shaft body (320) is inserted into the first coupling hole (324A) and the first serration (321) is coupled to the first coupling hole (324A), the first step engaging ring portion (326) is engaged with the first step (324B), thereby preventing the shaft yoke (324) from being separated from one end (320A) of the shaft body (320).

[0101] A first inclined ring portion (327) may be formed between the remaining portion (320B) of the shaft body (320) and the first serration (321) at one end (320A) of the shaft body (320). The outer diameter of the first inclined ring portion (327) may become smaller as it moves away from the first serration (321). Since the outer diameter of the first inclined ring portion (327) becomes smaller as it moves away from the first serration (321), when the other end of the shaft body (320) passes through the first coupling hole (324A), the press-fitting can be easily performed when the one end (320A) of the shaft body (320) is press-fitted into the first coupling hole (324A).

[0102] Meanwhile, as referenced in FIGS. 3 and 6, when the shaft yoke (324) is coupled to one end (320A) of the shaft body (320), a portion of the first serration (321) closer to the other end of the shaft body (320) may be placed on the outside of the shaft yoke (324). Therefore, even if the shaft yoke (324) moves slightly toward the other end of the shaft body (320) while the shaft yoke (324) is coupled to one end (320A) of the shaft body (320), the inner circumferential surface of the first coupling hole (324A) of the shaft yoke (324) overlaps with the first serration (321), thereby preventing the shaft yoke (324) from being separated from the shaft body (320).

[0103] Meanwhile, the process of attaching the tube yoke (314) to one end of the tube (310) may be the same as the process of attaching the shaft yoke (424) to the shaft body (320). This will be described in detail with reference to FIG. 7.

[0104] Fig. 7 is a drawing showing the process of attaching a tube yoke to the tubes shown in Figs. 3 and 4.

[0105] Referring to FIGS. 3 and 4 and FIG. 7, the tube (310) may include one end (310A) and a remaining end (310B). Here, the remaining end (310B) of the tube (310) may be a portion of the tube (310) excluding one end (310A).

[0106] A second serration (311) may be formed on the outer surface of one end (310A) of the tube (310). The second serration (311) may have a shape in which axially long protrusions and axially long grooves are alternately formed along the circumference. A second coupling hole (314A) may be formed in the tube yoke (314). The second coupling hole (314A) may be open in the axial direction. One end (310A) of the tube (310) is inserted into the second coupling hole (314A), and the second coupling hole (314A) is coupled with the second serration (311). That is, by pressing one end (310A) of the tube (310) into the second coupling hole (314A), the second coupling hole (314A) can be coupled with the second serration (311).

[0107] However, when inserting one end (310A) of the tube (310) into the second coupling hole (314A), rather than inserting one end (310A) of the tube (310) directly into the second coupling hole (314A), the other end of the tube (310) may be inserted into the second coupling hole (314A) in the direction of the arrow in FIG. 7 (a) before one end (310A) of the tube (310), and then one end (310A) of the tube (310) may be inserted into the second coupling hole (314A).

[0108] That is, after the other end of the tube (310) passes through the second coupling hole (314A), one end (310A) of the tube (310) is inserted into the second coupling hole (314A) so that the second serration (311) can be coupled to the second coupling hole (314A).

[0109] In order to ensure that one end (310A) of the tube (310) is pressed into the second coupling hole (314A) after the other end of the tube (320) passes through the second coupling hole (314A), it is preferable that one end (310A) of the tube (310) be formed with a larger outer diameter than the remaining end (310B) of the tube (310).

[0110] A second step (314B) may be formed on the outer side of the second coupling hole (314A) in the tube yoke (314). A second step engaging ring portion (316) may be formed at the end of one end (310A) of the tube (310). The second step engaging ring portion (316) may have a larger outer diameter than the second serration (311). Therefore, when one end (310A) of the tube (310) is inserted into the second coupling hole (314A) and the second serration (311) is coupled to the second coupling hole (314A), the second step engaging ring portion (316) may be engaged with the second step (314B) to prevent the tube yoke (314) from being detached from one end (310A) of the tube (310).

[0111] A second inclined ring portion (317) may be formed between the remaining portion (310B) of the tube (310) and the second serration (311) at one end (310A) of the tube (310). The outer diameter of the second inclined ring portion (317) may become smaller as it moves away from the second serration (311). Since the outer diameter of the second inclined ring portion (317) becomes smaller as it moves away from the second serration (311), when the other end of the tube (310) passes through the second coupling hole (314A), the press-fitting can be easily performed when the one end (310A) of the tube (310) is press-fitted into the second coupling hole (314A).

[0112] Meanwhile, as referenced in FIGS. 3 and 7, when the tube yoke (314) is coupled to one end (310A) of the tube (310), a portion of the second serration (311) closer to the other end of the tube (310) may be placed on the outside of the tube yoke (314). Therefore, even if the tube yoke (314) moves slightly toward the other end of the tube (310) while being coupled to one end (310A) of the tube (310), the inner surface of the second coupling hole (314A) of the tube yoke (314) overlaps with the second serration (311), thereby preventing the tube yoke (314) from being detached from the tube (310).

[0113] Fig. 8 is a longitudinal cross-sectional view showing the operation of the intermediate shaft illustrated in Fig. 3.

[0114] Referring to FIGS. 3 and 4 and 8, a stopper ring (370) may be installed on the upper outer circumference of the shaft body (320). The stopper ring (370) may be inserted into a ring-shaped groove formed on the upper outer circumference of the shaft body (320) and installed on the upper outer circumference of the shaft body (320). When the stopper ring (370) is installed on the upper outer circumference of the shaft body (320), the outer circumference may be arranged within the outer groove (325) and may not protrude radially outward from the outer groove (325). The stopper ring (370) may prevent the ball retainer (330) installed on the upper outer circumference of the shaft body (320) from being separated upward from the shaft body (320). That is, when the cage (335) of the ball retainer (330) moves upwards of the shaft body (320), the upper end of the cage (335) comes into contact with the stopper ring (370), so that the cage (335) can no longer move upwards.

[0115] After the upper part of the shaft body (320) is inserted into the hollow space (312) of the tube (310) through the lower part of the tube (310), a dust cover (380) can be covered and coupled to the outer surface of the lower part of the tube (310). The dust cover (380) can be formed in a cylindrical shape. The dust cover (380) can prevent foreign substances from entering the hollow space (312), which is the internal space of the tube (310), from the outside of the tube (310). In addition, the dust cover (380) can prevent the upper part of the shaft body (320) from being separated from the tube (310) when it is installed in the tube (310) by being inserted into the hollow space (312) of the tube (310) through the lower part of the tube (310). In addition, when the cage (335) of the ball retainer (330) moves downwards of the shaft body (320), the lower end of the cage (335) comes into contact with the dust cover (380), so that the cage (335) can no longer move downwards.

[0116] That is, when the cage (335) of the ball retainer (330) moves up and down, the upper end of the cage (335) can be in contact with the stopper ring (370) to regulate the upward movement, and the lower end of the cage (335) can be in contact with the dust cover (380) to regulate the downward movement.

[0117]

[0118] As described above, the vehicle shaft according to the embodiment of the present invention can prevent the shaft yoke (324) from being separated from one end (320A) of the shaft body (320) when the shaft yoke (324) is coupled to one end (320A) of the shaft body (320).

[0119] In addition, the vehicle shaft according to the embodiment of the present invention can prevent the tube yoke (314) from being separated from one end (310A) of the tube (310) when the tube yoke (314) is coupled to one end (310A) of the tube (310).

[0120]

[0121] 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.

[0122]

[0123] The present invention provides a vehicle shaft capable of preventing the yoke from coming off.

Claims

1. A shaft body having a first serration formed on the outer surface; and A shaft yoke having a first coupling hole formed by inserting one end of the shaft body into the shaft yoke and coupling with the first serration; A vehicle shaft in which one end of the shaft body penetrates the first coupling hole, and then one end of the shaft body is inserted into the first coupling hole so that the first serration is coupled to the first coupling hole.

2. In claim 1, The above shaft yoke has a first step formed on the outside of the first coupling hole, A vehicle shaft having a first step engaging ring formed at one end of the shaft body and having an outer diameter larger than the first serration to engage the first step.

3. In claim 2, A vehicle shaft in which one end of the shaft body has a larger outer diameter than the remaining part of the shaft body excluding the one end of the shaft body.

4. In claim 3, A vehicle shaft, wherein a first inclined ring portion is formed at one end of the shaft body between the remainder of the shaft body and the first serration, the outer diameter of which becomes smaller as it gets farther away from the first serration.

5. In claim 1, A vehicle shaft, wherein when the shaft yoke is connected to one end of the shaft body, a portion of the first serration closer to the other end of the shaft body is disposed on the outside of the shaft yoke.

6. A tube having a second serration formed on the outer surface; and A tube yoke having a second joining hole formed by inserting one end of the tube and joining with the second serration; A vehicle shaft in which one end of the tube penetrates the second coupling hole, and then one end of the tube is inserted into the second coupling hole so that the second serration is coupled to the second coupling hole.

7. In claim 6, In the above tube yoke, a second step is formed on the outside of the second coupling hole, A vehicle shaft having a second step engaging ring formed at one end of the tube with an outer diameter larger than that of the second serration and engaging the second step.

8. In claim 7, A vehicle shaft in which one end of the tube has a larger outer diameter than the rest of the tube excluding the one end of the tube.

9. In claim 8, A vehicle shaft, wherein a second inclined ring portion is formed at one end of the tube between the remainder of the tube and the second serration, the outer diameter of which becomes smaller as it gets further away from the second serration.

10. In claim 6, A vehicle shaft, wherein when the tube yoke is connected to one end of the tube, a portion of the second serration closer to the other end of the tube is disposed on the outside of the tube yoke.

Images