KR101419986B1 - Intermediate Shaft of Steering Apparatus for Vehicle - Google Patents

Abstract

According to the present invention, in an intermediate shaft of an automotive steering system, an inner member and an outer member move in an axial direction in collision of an automobile, The shock absorbing load can be adjusted according to the collision characteristic of each type of automobile without the need of a separate shock absorbing part, so that the collision performance is improved, and the number of parts can be reduced, the assembling process and cost can be reduced Effect.

Description

[0001] Intermediate Shaft of Steering Apparatus for Vehicle [0002]

The present invention relates to an intermediate shaft of an automotive steering system. More particularly, in an intermediate shaft of an automotive steering apparatus, an inner member and an outer member collapse axially in a collision of an automobile, so that the impact energy can be absorbed by the shock absorbing member, The present invention relates to an intermediate shaft of an automotive steering system capable of adjusting the shock absorbing load in accordance with the type of impact of each type of vehicle, thereby improving crashworthiness and reducing the number of parts, assembling process and cost.

Generally, in an automotive steering apparatus, when a driver rotates a steering wheel in a desired direction, a steering shaft connected to the steering wheel rotates, and the steering shaft is connected to a rack and pinion through a universal joint and a slip joint, And transmits the rotational force to a gear box composed of a gear (Rack and Pinion Gear).

At this time, the gear box converts the rotational motion of the steering shaft into a rectilinear motion by the rack and pinion gears, and transfers it to the rack bar. The rack bar transmits the force to the tie rod connected with the knuckle of the tire, So that it can be changed.

Particularly, since the axis between the steering shaft and the gear box is a structure in which the input shaft and the output shaft are not coaxially aligned but inclined at a certain angle, the steering shaft can be changed to a certain angle The use of an intermediate shaft and a universal joint is essential.

FIG. 1 is a schematic view of a vehicle steering apparatus using a general intermediate shaft, and FIG. 2 is a perspective view showing an intermediate shaft, a universal joint, and a slip joint of a general automotive steering system.

FIG. 1 is a schematic view of an automotive steering apparatus using a common intermediate shaft. In general, in a steering apparatus for an automobile, a lower end of a steering shaft 130 is connected to a gear box 180, So that the intermediate shaft 100 is used in order to satisfy such a condition.

Here, the intermediate shaft 100 is used as a generic term including a universal joint, an outer member 122, an inner member 124, and the like and transmits a rotational force even in a state of being refracted at a predetermined angle.

One side of the intermediate shaft 100 is connected to the steering shaft 130 coupled to the steering wheel 170 and the other side is connected to the gear box 180 to transmit the rotational force generated from the steering wheel 170 to the gear box 180 ) To the wheel.

The steering column 150 includes an outer tube 145, an inner tube 140 and a mounting bracket 160. The outer tube 145 is formed on the steering wheel 170 side, An inner tube 140 is provided which is smaller in diameter than the inner tube 140 and can be inserted therein. The outer tube 145 and the inner tube 140 are formed into hollow tubes so that the steering shaft 130 can rotate smoothly.

As shown in FIG. 2, the general intermediate shaft 100 includes a universal joint 110 that transmits a rotational force even when it is refracted at a predetermined angle, and a rotational force transmitted from the universal joint 110 mounted on one side And a slip joint 120 which is able to expand and contract in the axial direction while transmitting the universal joint 110. [

The universal joint 110 is composed of two yokes 130 and one spider 140. The slip joint 120 transmits the rotational force of the shaft and the shaft is expanded and contracted by a force acting in the axial direction An outer member 122 having a hollow shape, an inner member 124 inserted in the outer member 122 and moving in the longitudinal direction, and a ball 150 provided between the outer member 122 and the inner member 124, .

The inner member 124 having a round bar shape is inserted into and connected to the inside of the outer member 122. The inner member 124 is formed on both sides of the inner circumferential surface of the outer member 122, And the outer guide groove 160 is formed so that the ball 150 is inserted and the inner member 124 moves together with the outer member 122 during slip movement of the outer member 122.

The inner member 124 is connected to the universal joint 110 at one side and coupled to the outer member 122 at the other side to transmit rotational force and is inserted into the inside of the outer member 122 and slips in the axial direction, And absorbs the load in the longitudinal direction.

An inner guide groove 170 formed in the longitudinal direction at a position opposite to the outer circumferential surface of the inner member 124 so that the ball 150 inserted into the outer guide groove 160 of the outer member 122 can move stably and smoothly. .

The balls 150 are inserted into the outer guide grooves 160 and the inner guide grooves 170 formed in the outer member 122 and the inner member 124 to be closely contacted with each other to be rolling and slip, The lower outer member 122 rotates along the axis so that the rotational force of the input shaft is transmitted to the output shaft.

However, the intermediate shaft of the automotive steering apparatus according to the related art has a problem in that it can only slip motion of the inner member and the outer member, and can not absorb impact energy when the vehicle collides.

Particularly, there is a structural problem in that an impact energy absorbing part is separately required for shock absorption, and there are problems such as an increase in the number of components for separately fabricating and assembling them, and an increase in work processes.

The present invention is conceived from the above-mentioned background, and in an intermediate shaft of a steering apparatus, when an automobile collides, the inner member and the outer member are capable of absorbing impact energy by the shock absorbing member while axially collapsing, It is possible to adjust the shock absorbing load according to the collision characteristics of each type of automobile without the need of a separate shock absorbing part, so that the collision performance is improved, and the object is to reduce the number of parts, assembly process and cost.

To achieve these and other advantages and in accordance with the purpose of the present invention, as embodied and broadly described herein, there is provided a motor comprising: a hollow outer member having a yoke at one end and an inner member at the other end; A solid inner member having one end inserted into the outer member and the other end provided with a yoke; And an impact absorbing member coupled to an inner side of the one end of the outer member to absorb the impact energy while the inner member sliding in an axial direction when the vehicle is impacted is inserted.

According to the present invention, on the intermediate shaft of an automotive steering apparatus, the inner member and the outer member collapse axially in the event of a vehicle collision, so that the impact energy can be absorbed by the shock absorbing member, It is possible to adjust the impact absorbing load in accordance with the type of impact of each type of automobile, so that the impact performance is improved, and the number of components, the assembling process and cost can be reduced.

1 is a schematic view of an automotive steering system using a general intermediate shaft;
2 is a perspective view showing an intermediate shaft, a universal joint and a slip joint of a general automotive steering system;
3 is an exploded perspective view showing an intermediate shaft of an automotive steering system according to the present invention;
4 is a cross-sectional view and a perspective view showing an impact absorbing member according to the present invention;
5 and 6 are sectional views showing a state in which an intermediate shaft of the automotive steering system according to the present invention absorbs impact.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. It should be noted that, in adding reference numerals to the constituent elements of the drawings, the same constituent elements are denoted by the same reference symbols as possible even if they are shown in different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected to or connected to the other component, It should be understood that an element may be "connected," "coupled," or "connected."

FIG. 3 is a perspective exploded view showing an intermediate shaft of an automotive steering system according to the present invention, FIG. 4 is a sectional view and a perspective view showing an impact absorbing member according to the present invention, and FIGS. Sectional view showing a state of absorbing shock.

As shown in these drawings, the intermediate shaft of the automotive steering apparatus according to the present invention includes a hollow outer member 303 having a yoke 305 at one end and an inner member 307 at the other end. A solid inner member 307 having one end inserted into the outer member 303 and the other end provided with a yoke 305; And an impact absorbing member 310 coupled to the inside of one end of the outer member 303 to absorb the impact energy while the inner member 307 sliding in the axial direction when the vehicle is impacted is inserted.

In the present invention, the intermediate shaft of the automotive steering apparatus is configured to perform a sliding motion in which an operator axially retracts the axle while assembling the intermediate shaft to the automobile, and when the automobile impacts, As shown in FIG.

And the intermediate shaft has a structure in which the inner member 307 and the outer member 303 are expanded and contracted so as to be able to expand and contract in the axial direction while transmitting the rotational force when operating the steering wheel of the driver.

The inner member 307 is formed with a plurality of outer circumferential grooves formed in the outer circumferential surface in an axially elongated groove shape and the outer member 303 is formed in an axially long groove shape on the inner circumferential surface at the corresponding position of the outer circumferential groove An inner circumferential groove is formed.

A ball or a bush is engaged with the inner circumferential groove and the outer circumferential groove between the inner member 307 and the outer member 303 to allow the operator to slip or slide in the axial direction when assembling the intermediate shaft to the automobile.

The outer member 303 has a hollow pipe shape and is provided with a yoke 305 at one end thereof to enable a universal joint with the steering shaft or the pinion shaft of the gearbox and the inner member 307 is inserted into the other end .

One end of the inner member 307 in the form of a solid shaft is inserted into the other end of the outer member 303 and the other end of the inner member 307 is provided with a yoke 305 to connect the pinion shaft of the steering shaft, .

An impact absorbing member is coupled to the inner side of one end of the outer member 303 to absorb the impact energy while the inner member 307 which performs the collapsing motion is inserted while sliding in the axial direction when the vehicle collides.

The impact absorbing member 310 is hollow and has one end and the other end supported and coupled to the inner circumferential surface of the outer member 303. The impact absorbing member 310 is supported on the inner circumferential surface of the outer member 303 at one end of the inner member 307 And a fixing portion 317 is formed at the other end of the outer member 303 so as to be press-fitted into the small-diameter portion 303a whose inner diameter is reduced.

The shock absorbing member 310 is provided with a reduced diameter portion 311 whose inner diameter is gradually reduced along the axial direction so that the outer peripheral surface of the inner member 307 is fitted to the end of the reduced diameter portion 311, So that the impact energy can be absorbed.

That is, during the general assembling operation, the axial sliding distance is limited to a predetermined distance so that the inner member 307 is not inserted into the impact absorbing member 310. However, when the vehicle is hit, a very large impact load is transmitted, The inner member 307 is inserted into the shock absorbing member 310 while sliding along the inner side of the outer member 303 because the shock absorbing member absorbs impact energy.

At this time, the reduced diameter end of the reduced diameter portion 311 is formed to be smaller than the outer diameter of the inner member 307. When a collision occurs, the inner member 307 is pressed into the end of the reduced diameter portion 311, Absorbing impact energy.

The shock absorbing member 310 may include at least two reduced-diameter portions 311 in the axial direction, and between the reduced-diameter portions 311 adjacent to each other, the enlarged diameter portion 313 in which the inner diameter is gradually enlarged along the axial direction As shown in FIGS. 5 and 6, when the automobile collides with the inner member 307, the inner member 307 is press-fitted into the distal end of the reduced diameter portion 311 more than twice, thereby absorbing greater impact energy.

The shock absorbing member 310 has a slit 312 formed in the axial direction by cutting the inner circumferential surface and the outer circumferential surface of the shock absorbing member 310. When the inner member 307 is pressed into the end of the reduced diameter portion 311, So that the absorbed amount of impact energy can be adjusted when the impact energy is absorbed.

In other words, when the number, position, and size of the reduced diameter portion 311 are adjusted according to the type of the vehicle when the vehicle is collided or if necessary, or the number, position, and size of the slits 312 are adjusted, Can be adjusted in various ways.

The seat member 319 is formed between the reduced diameter portion 311 of the shock absorbing member 310 and the fixed portion so as to be supported by the inclined surface 303b of the outer member 303. The inner member 307, As shown in FIGS. 5 and 6, when the sliding member is slid while being press-fitted, a portion to which the end of the reduced-diameter portion 311 is connected to the seating portion 319 is elastically deformed to support the shock absorption.

A protrusion 318 is formed on the inner circumferential surface between the seating portion 319 and the fixing portion 317 so as to protrude in the radial direction and formed in the circumferential direction so that the impact absorbing member 310 is assembled to the outer member 303 So that the rigidity can be maintained even when it is press-fitted into the small-diameter portion 303a of the outer member 303 while pressing the stationary fixing portion 317. [

In addition, when the impact load is very large, the protrusion 318 maintains the rigidity of the fixing portion 317 and the seating portion 319, so that the fixing position of the fixing portion can be maintained without breaking the impact absorbing member 310 .

Since such an impact-absorbing member is required to be formed of a material excellent in abrasion resistance and low friction, having predetermined bending and rigidity, and low in stretchability due to heat, a polyacetal (POM), a polyamide ), Polycarbonate (PC), polyimide (PI), polybutylene terephthalate (PBT) and the like, or synthetic resin.

According to the present invention having such a structure and shape, in the intermediate shaft of an automotive steering system, when the automobile collides, the inner member and the outer member can collapse axially and absorb impact energy by the impact absorbing member Therefore, even if there is no separate shock absorber, it is possible to adjust the shock absorbing load according to the collision characteristics of each type of automobile, thereby improving the impact performance, reducing the number of components, and reducing the assembly process and cost.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. That is, within the scope of the present invention, all of the components may be selectively coupled to one or more of them.

It is also to be understood that the terms such as " comprises, "" comprising," or "having ", as used herein, mean that a component can be implanted unless specifically stated to the contrary. But should be construed as including other elements. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

The foregoing description is merely illustrative of the technical idea of the present invention, and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention are intended to illustrate rather than limit the scope of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

303: outer member 305: yoke
307: Inner member 310: Impact absorbing member
311: reduced diameter portion 313:
315: Support part 317:
318: protrusion 319:

Claims (8)

A hollow outer member having a yoke at one end and an inner member at the other end;
A solid inner member having one end inserted into the outer member and the other end provided with a yoke;
And an impact absorbing member coupled to an inner side of the one end of the outer member to absorb the impact energy while the inner member sliding in an axial direction when the vehicle is impacted is inserted,
Wherein the impact absorbing member has a support portion which is supported at an inner end surface of the outer member at one end of the impact absorbing member at which the inner member is inserted. The method according to claim 1,
Wherein the impact absorbing member is provided with a shaft-diameter portion whose inner diameter is gradually reduced along the axial direction, and absorbs impact energy while the outer circumferential surface of the inner member is press-fitted into the end of the reduced shaft portion. 3. The method of claim 2,
Wherein the shock absorbing member is formed with a diameter-enlarged portion in which the inner diameter is gradually enlarged along the axial direction, between the axle-diameter portions adjacent to each other, wherein the diameter-enlarging portion is provided in two or more in the axial direction. The method of claim 3,
Wherein the impact absorbing member has a slit formed in an axial direction by cutting an inner circumferential surface and an outer circumferential surface. delete The method according to claim 1,
And the other end of the shock absorbing member is formed with a fixed portion that is press-fitted into the small-diameter portion with the inner diameter of the outer member reduced. The method according to claim 6,
And a seating portion which is supported by the inclined surface of the outer member and is engaged is formed between the reduced diameter portion of the impact absorbing member and the fixed portion. 8. The method of claim 7,
And a protruding portion protruding in a radial direction and formed in a circumferential direction is formed on an inner circumferential surface between the seating portion and the fixing portion.

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