JP5332723B2 - Intermediate shaft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To maintain rotational steering of a steering wheel even when an intermediate shaft is broken at the weakest part. <P>SOLUTION: The intermediate shaft 50 includes a hollow outer tube 52 and an inner shaft 51. The weakest part 51a of the intermediate shaft 50 is provided at the middle part of the inner shaft 51. A first joint 51b jointed to transmit torque but not to allow relative rotation to the middle part 52c of the outer tube 52 is provided on more top end side than the weakest part 51a of the inner shaft 51. A second joint 51c that can relatively rotate to the top end 52a of the outer tube 52 by the predetermined amount and is engaged with the top end 52a of the outer tube to transmit torque in such a state as to rotate by the predetermined amount to the top end 52a of the outer tube 52 is provided on more base end side than the weakest part 51a of the inner shaft 51. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an intermediate shaft, and in particular, is connected to a steering main shaft that integrally supports a steering wheel and a gear shaft of a steering gear box so that torque can be transmitted at each end via a universal joint. In addition, the present invention relates to an intermediate shaft having a hollow outer tube on one end side and an inner shaft assembled on the other end side so as to be movable in the axial direction and transmit torque in the outer tube.

  This type of intermediate shaft is described, for example, in Patent Document 1 below. In an intermediate shaft described in Patent Document 1 below, an outer tube (first shaft member) and an inner shaft (second shaft member) are connected by a breakable shear pin. In addition, a slide restricting member for restricting slide displacement (axial movement) of the inner shaft with respect to the outer tube at a predetermined stroke position is provided, and each of the outer tube and the inner shaft has a fragile portion that overlaps at the predetermined stroke position. Is provided.

JP-A-6-227404

  In the intermediate shaft described in Patent Document 1, when the inner shaft is arranged so as to be ahead of the vehicle from the outer tube, a universal joint is connected from the gear shaft (pinion shaft) of the steering gear box when the vehicle collides. When an impact load acts on the intermediate shaft via the shear pin, the shear pin is broken, and the inner shaft slides in the outer tube to alleviate the impact load. And when the slide of the inner shaft is regulated at the predetermined stroke position by the slide regulating member, the weakened portion formed in the outer tube and the inner shaft is superposed, bending deformation occurs in this superposed weakened portion, It is possible to further reduce the impact load.

  By the way, in the intermediate shaft described in the above-mentioned Patent Document 1, when a large load (impact load or the like) acts on the intermediate shaft, the intermediate shaft may be broken at the fragile portion. There is a possibility that the rotational steering cannot be maintained.

The present invention has been made to cope with the above-described problems (so that the steering wheel can be kept rotating even if the intermediate shaft is broken at the weak part (weakest part)). The steering main shaft that supports the wheel integrally and the gear shaft of the steering gear box are connected to each end through a universal joint so that torque can be transmitted, and a hollow outer tube is provided on one end. And an intermediate shaft having an inner shaft assembled so as to be movable in the axial direction and capable of transmitting torque in the outer tube on the other end side, the intermediate shaft has a weakest portion of the intermediate shaft. A portion is provided, on the tip side from the weakest portion of the inner shaft, A first connecting portion is provided that is connected to the middle portion of the outer tube so that torque can be transmitted in a state in which relative rotation is not permitted. The distal end portion of the outer tube is rotatable relative to the distal end portion of the outer tube in a state and rotated relative to the distal end portion of the outer tube when the weakest portion is broken. There is a feature in that a second connecting portion that is engaged so as to be able to transmit torque is provided.

  In the intermediate shaft according to the present invention, during normal steering (when the weakest portion is not plastically deformed or broken), the turning steering torque input to the steering wheel is transmitted to the intermediate shaft via the steering main shaft and the universal joint. Then, this intermediate shaft is transmitted to the gear shaft of the steering gear box via a universal joint. At this time, in the intermediate shaft, the first connecting portion of the inner shaft rotates integrally with the intermediate portion of the outer tube, and torque is transmitted between the first connecting portion of the inner shaft and the intermediate portion of the outer tube. At this time, since the second connecting portion of the inner shaft is maintained in a state in which the second connecting portion of the inner shaft can rotate by a predetermined amount with respect to the distal end portion of the outer tube, the second connecting portion of the inner shaft and the distal end portion of the outer tube are maintained. Torque is not transmitted between. Therefore, during normal steering, the rotational steering torque transmitted from the steering wheel to the intermediate shaft via the steering main shaft and the universal joint is transmitted between the first connecting portion of the inner shaft and the intermediate portion of the outer tube. Is done.

  Further, when a large impact load is applied to the intermediate shaft due to a vehicle collision or the like, the weakest portion of the inner shaft undergoes plastic deformation (bending deformation, compression deformation, torsion deformation). The plastic deformation of the weakest part of the inner shaft can absorb the impact energy and relieve the impact load described above, and prevent the intermediate shaft from breaking other than the weakest part of the inner shaft. Thus, it is possible to prevent the rotation steering of the steering wheel from being maintained. In addition, when the plastic deformation of the weakest part of the inner shaft is accompanied by torsional deformation, it is possible to recognize the necessity of replacing the intermediate shaft by shifting the rotation center position (handle center position) of the steering wheel. It is. When a large impact load acts on the intermediate shaft due to a vehicle collision, the inner shaft and the outer tube can move relative to each other in the axial direction, and the above-described impact load can be reduced.

  By the way, if the steering wheel is turned and steered when the inner shaft is broken at the weakest portion, the second connecting portion of the inner shaft rotates relative to the distal end portion of the outer tube by a predetermined amount in the intermediate shaft. Engaging with the tip of the outer tube. Thereby, the 2nd connection part of an inner shaft rotates integrally with the front-end | tip part of an outer tube after that, and a torque is transmitted between the 2nd connection part of an inner shaft, and the front-end | tip part of an outer tube. At this time, since the weakest portion of the inner shaft is broken, torque is not transmitted between the first connecting portion of the inner shaft and the intermediate portion of the outer tube.

  For this reason, when the steering wheel is turned when the weakest part of the inner shaft is broken, the turning steering torque input from the steering wheel to the intermediate shaft via the steering main shaft and the universal joint is Torque is transmitted between the second connecting portion of the inner shaft and the distal end portion of the outer tube, so that it is transmitted to the gear shaft of the steering gear box via the universal joint. Therefore, even if the intermediate shaft is broken at the weakest portion, it is possible to maintain the turning steering of the steering wheel.

  Further, when the steering wheel is turned and steered when the weakest part of the inner shaft is broken, as described above, the second connecting part of the inner shaft rotates relative to the tip of the outer tube by a predetermined amount, By engaging with the distal end portion of the outer tube, torque begins to be transmitted between the second connecting portion of the inner shaft and the distal end portion of the outer tube. For this reason, at this time, the steering feeling is deteriorated as compared with the case of normal steering, and an abnormal noise is generated at the time of rotational steering, so that it is possible to recognize the necessity of replacing the intermediate shaft. is there.

  In carrying out the present invention, the outer tube accommodates the first connecting portion and is connected to the first connecting portion so as to transmit torque in a state where relative rotation is not permitted. The first tube is assembled so as to be able to transmit torque and move in the axial direction, accommodates the second connecting portion, and is rotatable relative to the second connecting portion by a predetermined amount in an initial state. The second connecting portion may be configured by a second tube that is engaged with the second connecting portion so as to be able to transmit torque in a state in which the second connecting portion is rotated by a predetermined amount.

  In this case, the axial distance between the distal end of the outer tube (the distal end of the second tube) and the universal joint connected to the proximal end of the inner shaft is such that the distal end of the inner shaft and the proximal end of the outer tube (the first tube end) When using a short intermediate shaft compared to the axial distance of the universal joint connected to the base end), the first and second tubes are connected to the inner shaft in the intermediate shaft when a vehicle crashes. On the other hand, it moves relative to the axial direction, and a universal joint connected to the distal end of the outer tube and the proximal end of the inner shaft comes into contact. Thereafter, the first tube moves relative to the second tube and the inner shaft in the axial direction, and the universal joint connected to the distal end of the inner shaft and the proximal end of the first tube comes into contact. For this reason, in this case, the axial distance between the distal end of the inner shaft and the universal joint connected to the proximal end of the outer tube can be the energy absorption stroke.

  When the inner shaft is provided with the weakest portion and the second connecting portion, and the outer tube is provided with the intermediate portion corresponding to the weakest portion and the tip portion corresponding to the second connecting portion, a normal intermediate is provided. The axial distance between the distal end of the outer tube and the universal joint connected to the proximal end of the inner shaft is shorter than that of the shaft, and the shaft between the distal end of the outer tube and the universal joint connected to the proximal end of the inner shaft is shortened. The directional distance may be a short intermediate shaft compared to the axial distance between the distal end of the inner shaft and the universal joint connected to the proximal end of the outer tube. In this case, in the intermediate shaft in which the outer tube is composed of a single tube, the axial distance between the distal end of the outer tube and the universal joint connected to the proximal end of the inner shaft is the energy absorption stroke, and the inner shaft The expected energy absorption stroke, which is the axial distance between the distal end of the outer tube and the universal joint connected to the proximal end of the outer tube, cannot be utilized.

  Therefore, the axial distance between the distal end of the outer tube and the universal joint connected to the proximal end of the inner shaft is larger than the axial distance between the distal end of the inner shaft and the universal joint connected to the proximal end of the outer tube. Even when the short intermediate shaft is adopted, by adopting the intermediate shaft (intermediate shaft of the invention according to claim 2) in which the outer tube is composed of the first tube and the second tube described above, The axial distance between the distal end of the inner shaft and the universal joint connected to the proximal end of the outer tube can be used as the energy absorption stroke, and the expected energy absorption stroke can be secured.

1 is an overall configuration diagram schematically showing a first embodiment in which an intermediate shaft according to the present invention is applied to a vehicle steering apparatus. FIG. 3 is a partially longitudinally enlarged side view of the intermediate shaft, the first universal joint, and the second universal joint shown in FIG. 1. FIG. 3 is an enlarged vertical front view taken along line 3-3 in FIG. 2. FIG. 4 is an enlarged longitudinal sectional front view taken along line 4-4 of FIG. FIG. 5 is an operation explanatory diagram when the inner shaft shown in FIG. 4 is rotated by a predetermined amount in a counterclockwise direction. It is a side view equivalent to FIG. 2 of 2nd Embodiment which applied the intermediate shaft by this invention to the steering device for vehicles. It is an enlarged vertical front view along line 7-7 in FIG. FIG. 8 is an enlarged longitudinal front view taken along line 8-8 in FIG. 6.

  Hereinafter, each embodiment of the present invention will be described with reference to FIGS. FIGS. 1-5 has shown 1st Embodiment which applied the intermediate shaft 50 by this invention to the steering device for vehicles. As shown in FIG. 1, the vehicle steering apparatus according to the first embodiment includes a steering wheel 10 that is turned by a driver, a steering main shaft 20 that supports the steering wheel 10, and the steering main shaft. An EPS (Electric Power Steering) actuator 30 for applying assist torque to the motor 20, an intermediate shaft 50 connected to the steering main shaft 20 via a first universal joint 40, and a second free wheel to the intermediate shaft 50 An extension shaft 70 connected through a joint 60 and a steering gear box 80 having a pinion shaft 81 connected to the extension shaft 70 are provided.

  The steering wheel 10 is supported on the upper end portion of the steering main shaft 20 so as to be integrally rotatable. The steering main shaft 20 is rotatably supported in a column tube 22 that is assembled to a vehicle body side member (not shown) via a bracket 21. The lower end portion of the steering main shaft 20 is connected to the upper joint yoke 41 in the first universal joint 40.

  The EPS actuator 30 is for applying assist torque (auxiliary force) to the steering main shaft 20, and includes an electric motor 31 assembled to a vehicle body side member and a speed reducer that decelerates the output of the electric motor 31. (Not shown). The output shaft of the electric motor 31 is connected to the steering main shaft 20 via a speed reducer so as to be able to transmit torque. The electric motor 31 is energized by the electronic control unit ECU and is rotationally driven to rotate the steering main shaft 20. An assist torque according to the torque can be applied.

  The first universal joint 40 includes an upper joint yoke 41, a lower joint yoke 42, and a cross shaft 43. The upper joint yoke 41 and the lower joint yoke 42 have bifurcated yoke portions 41a and 42a, respectively, and these yoke portions 41a and 42a are connected via a cross shaft 43 so as to be able to swing and transmit torque. Has been. The upper joint yoke 41 is inserted into the lower end portion of the steering main shaft 20 through the insertion hole (not shown), and the bolt 44 is inserted into the bolt insertion hole (not shown) of the upper joint yoke 41 and fastened. Thus, the steering main shaft 20 is integrally connected.

  The intermediate shaft 50 has an inner shaft 51 whose upper end is connected to the lower joint yoke 42 of the first universal joint 40, and an outer tube 52 that is assembled so that the inner shaft 51 can move in the axial direction and transmit torque. have. An upper joint yoke 61 of the second universal joint 60 is connected to the lower end of the outer tube 52. When an impact load is applied to the intermediate shaft 50 during a vehicle collision, the intermediate shaft 50 can contract (the inner shaft 51 and the outer tube 52 move relative to each other in the axial direction) to relieve the impact load described above.

  The second universal joint 60 includes an upper joint yoke 61, a lower joint yoke 62, and a cross shaft 63. The upper joint yoke 61 and the lower joint yoke 62 have bifurcated yoke parts 61a and 62a, respectively, and these yoke parts 61a and 62a are connected via a cross shaft 63 so as to be able to swing and transmit torque. Has been.

  The extension shaft 70 has an upper end inserted into an insertion hole (not shown) provided in the lower joint yoke 62 of the second universal joint 60, and a bolt 64 is inserted into a bolt insertion hole (not shown) of the lower joint yoke 62. By being fastened, the lower joint yoke 62 is integrally connected. Further, a connector 71 is integrally fixed to the lower end of the extension shaft 70. The connecting tool 71 is inserted into the upper end portion of the pinion shaft 81 of the steering gear box 80 through the insertion hole (not shown), and the bolt 72 is inserted into the bolt insertion hole (not shown) of the connecting tool 71 and fastened. As a result, the pinion shaft 81 is integrally connected.

  The steering gear box 80 includes a pinion shaft 81 that is rotated via a connector 71 as the extension shaft 70 rotates, and a rack bar (not shown) that can move in the left-right direction of the vehicle as the pinion shaft 81 rotates. And a rack housing 82 for rotatably supporting the pinion shaft 81 and supporting the rack bar so as to be movable in the left-right direction of the vehicle. The rack bar is connected to a pair of left and right tie rods 90L and 90R via ball joints (not shown) at both left and right ends. The tie rods 90L and 90R are connected to steering knuckles (not shown) that support left and right front wheels (not shown) via ball joints 91L and 91R.

  By the way, in this 1st Embodiment, the inner shaft 51 of the intermediate shaft 50 and the outer tube 52 of the intermediate shaft 50 are connected so that torque transmission is possible as shown in FIGS. As shown in FIG. 2, the inner shaft 51 has the weakest part 51a of the intermediate shaft 50 at the intermediate part, and has the first connecting part 51b at the tip side from the weakest part 51a. A second connecting portion 51c is provided on the proximal end side from 51a.

  The weakest portion 51a has a circular cross section and is the thinnest part of the inner shaft 51. When an external force (bending external force, compression external force, or torsional external force) acts on the inner shaft 51, the weakest portion 51a is the first in the intermediate shaft 50. It is a part that can be plastically deformed. As shown in FIG. 3, the first connecting portion 51b has a non-circular cross section and has external teeth 51b1. As shown in FIG. 4, the second connecting portion 51c has a two-sided cross section, and has an arc shape in the upper part and the lower part in FIG. Further, as shown in FIG. 2, the second connecting portion 51c is connected to the flange portion 42b of the lower joint yoke 42 of the first universal joint 40 at the base end thereof.

  As shown in FIG. 2, the outer tube 52 is formed in a hollow shape coaxial with the inner shaft 51, has a distal end portion 52a on the distal end side, and has a proximal end portion 52b on the proximal end side, An intermediate portion 52c is provided between the distal end portion 52a and the proximal end portion 52b. The tip 52a does not have internal teeth, and as shown in FIG. 2, houses the weakest part 51a and the second connecting part 51c of the inner shaft 51, and as shown in FIG. A predetermined amount of gap is provided between the inner peripheral surface of the distal end portion 52a and the outer surface of the second connecting portion 51c. As a result, the second connecting portion 51c of the inner shaft 51 can rotate relative to the distal end portion 52a of the outer tube 52 by a predetermined amount in the initial state, and rotates relative to the distal end portion 52a of the outer tube 52 by a predetermined amount. In the state, it can engage with the front-end | tip part 52a of the outer tube 52 so that torque transmission is possible.

  The base end portion 52b is connected to the flange portion 61b of the upper joint yoke 61 of the second universal joint 60 at the base end, and has an inner tooth 52b1 on the inner periphery. The intermediate portion 52c has internal teeth 52c1, and the internal teeth 52c1 and the internal teeth 52b1 formed on the base end portion 52b are provided continuously. As shown in FIG. 3, the inner teeth 52c1 of the intermediate portion 52c and the outer teeth 51b1 of the first connecting portion 51b of the inner shaft 51 are meshed (spline fitting), and the periphery of the inner teeth 52c1 and the outer teeth 51b1. The direction gap is substantially zero. Thereby, the 1st connection part 51b of the inner shaft 51 is connected with respect to the intermediate part 52c of the outer tube 52 so that torque can be transmitted in a state where relative rotation is not permitted.

  The axial distance between the tip of the outer tube 52 and the flange portion 42b of the lower joint yoke 42 of the first universal joint 40 is S1, as shown in FIG. As shown in FIG. 2, the axial distance between the tip of the inner shaft 51 and the flange portion 61b of the upper joint yoke 61 of the second universal joint 60 is S2, and S2 is larger than S1. ing.

  In the first embodiment configured as described above, during normal steering (when the weakest portion 51a is not plastically deformed or broken), the rotational steering torque input to the steering wheel 10 is the steering main shaft 20 and the first steering torque. It is transmitted to the intermediate shaft 50 via the first universal joint 40, and is transmitted from the intermediate shaft 50 to the pinion shaft 81 of the steering gear box 80 via the second universal joint 60 and the extension shaft 70. At this time, in the intermediate shaft 50, the first connecting portion 51b of the inner shaft 51 rotates integrally with the intermediate portion 52c of the outer tube 52, and transmits torque to the intermediate portion 52c of the outer tube 52. At this time, the second connecting portion 51c of the inner shaft 51 is maintained in a state in which the second connecting portion 51c can rotate relative to the distal end portion 52a of the outer tube 52 by a predetermined amount, and therefore torque is applied to the distal end portion 52a of the outer tube 52. Do not communicate. For this reason, during normal steering, the rotational steering torque transmitted from the steering wheel 10 to the intermediate shaft 50 via the steering main shaft 20 and the first universal joint 40 is transmitted to the intermediate shaft 51 by the intermediate shaft 50. It is transmitted from the first connecting part 51b to the intermediate part 52c of the outer tube 52.

  Further, when a large impact load acts on the intermediate shaft 50 due to a vehicle collision or the like, the weakest portion 51a of the inner shaft 51 is plastically deformed (bending deformation, compression deformation, torsion deformation). By the plastic deformation of the weakest portion 51a of the inner shaft 51, the impact energy can be absorbed and the above-described impact load can be reduced, and the intermediate shaft 50 can be broken at portions other than the weakest portion 51a of the inner shaft 51. It is possible to prevent the steering wheel 10 from being unable to maintain the rotational steering. Further, when the plastic deformation of the weakest portion 51a of the inner shaft 51 is accompanied by torsional deformation, the rotation center position (handle center position) of the steering wheel 10 is deviated and the necessity of replacing the intermediate shaft 50 is recognized. It is possible to make it. When a large impact load is applied to the intermediate shaft 50 due to a vehicle collision, the outer tube 52 moves in the axial direction toward the rear of the vehicle with respect to the inner shaft 51, and the impact load that has risen can be reduced. is there.

  By the way, if the steering wheel 10 is turned to the left (counterclockwise) when the inner shaft 51 is broken at the weakest portion 51a, the intermediate shaft 50 has the second connecting portion 51c of the inner shaft 51 being turned. As shown in FIG. 5 from the state shown in FIG. 4, it rotates by a predetermined amount with respect to the distal end portion 52a of the outer tube 52 and engages with the distal end portion of the outer tube. Thereby, the 2nd connection part 51c of the inner shaft 51 rotates integrally with the front-end | tip part 52a of the outer tube 52 after that, and transmits a torque to the front-end | tip part 52a of the outer tube 52. At this time, since the weakest portion 51 a of the inner shaft 51 is broken, torque is not transmitted between the first connecting portion 51 b of the inner shaft 51 and the intermediate portion 52 c of the outer tube 52. When the weakest portion 51a of the inner shaft 51 is broken, the operation when the steering wheel 10 is turned to the left and the operation when the steering wheel 10 is turned to the right are substantially the same. Therefore, the description of the operation when the steering wheel 10 is turned to the right is omitted.

  Therefore, when the weakest portion 51a of the inner shaft 51 is broken and the steering wheel 10 is turned and steered, the steering wheel 10 is changed to the intermediate shaft 50 via the steering main shaft 20 and the first universal joint 40. The input rotational steering torque is transmitted between the second connecting portion 51 c of the inner shaft 51 and the distal end portion 52 a of the outer tube 52, whereby the second universal joint 60 and the extension shaft 70 are used. It is transmitted to the pinion shaft 81 of the steering gear box 80. Therefore, even if the intermediate shaft 50 is broken at the weakest portion 51a, the steering of the steering wheel 10 can be maintained.

  Further, when the steering wheel 10 is turned and steered when the weakest portion 51 a of the inner shaft 51 is broken, the second connecting portion 51 c of the inner shaft 51 is in relation to the distal end portion 52 a of the outer tube 52 as described above. By rotating a predetermined amount and engaging with the distal end portion 52 a of the outer tube 52, torque begins to be transmitted between the second connecting portion 51 c of the inner shaft 51 and the distal end portion 52 a of the outer tube 52. For this reason, at this time, the steering feeling is deteriorated as compared with the case of normal steering, and an abnormal noise is generated at the time of turning steering, so that the necessity of replacing the intermediate shaft 50 can be recognized. It is.

  Further, by adopting the intermediate shaft 50 of the present invention, even if the output of the electric motor 31 of the EPS actuator 30 is larger than the conventional one, the intermediate shaft 50 is not increased without increasing the size of the intermediate shaft. The strength (torsional strength, repeated strength) requirements can be satisfied, and the intermediate shaft can be easily mounted on the vehicle.

  In the first embodiment configured as described above, the outer tube 52 is configured as a single tube. However, as in the second embodiment illustrated in FIGS. It is also possible to carry out such that the tube 152 is constituted by a hollow first tube 152A and a hollow second tube 152B.

  As shown in FIG. 6, the first tube 152A accommodates the first connecting portion 151b of the inner shaft 151 and is connected to the flange portion 161b of the upper joint yoke 161 of the second universal joint 160 on the proximal end side. ing. The distal end portion of the first tube 152A, that is, the intermediate portion 152c of the outer tube 152 and the first connecting portion 151b of the inner shaft 151 can transmit torque in a state where relative rotation is not permitted, as shown in FIG. It is connected to.

  As shown in FIG. 6, the second tube 152B is assembled so that torque can be transmitted to the outer periphery on the distal end side of the first tube 152A and can be relatively moved in the axial direction on the inner periphery on the proximal end side. The second tube 152B is fixed to the first tube 152A by press-fitting the distal end side outer periphery of the first tube 152A to the proximal end side inner periphery of the second tube 152B. Further, the second tube 152B accommodates the second connecting portion 151c of the inner shaft 151 on the inner periphery on the distal end side, and as shown in FIG. 8, the second tube 152B is positioned relative to the second connecting portion 151c in the initial state. The fixed relative rotation is possible, and the second connecting portion 151c can be engaged with the second connecting portion 151c so as to be able to transmit torque in a state of being rotated by a predetermined amount relative to the second connecting portion 151c. Since the configuration other than the configuration of the second embodiment described above is substantially the same as the configuration of the first embodiment described above, the corresponding parts are denoted by reference numerals in the 100s and the description thereof is omitted.

  In the second embodiment configured as described above, in the intermediate shaft 150, the first tube 152A and the second tube 152A move in the axial direction rearward of the inner shaft 151 by the distance S1 in the intermediate shaft 150 at the time of a vehicle collision. The front end of the outer tube 152 (the front end of the second tube 152B) comes into contact with the flange portion 142b of the lower joint yoke 142 of the first universal joint 140. Thereafter, the first tube 152A moves in the axial direction rearward of the second tube 152B and the inner shaft 151, and the front end of the inner shaft 151 and the flange portion 161b of the upper joint yoke 161 of the second universal joint 160 abut against each other. Touch. For this reason, in this case, the axial distance S2 between the tip of the inner shaft 151 and the flange portion 161b of the upper joint yoke 161 of the second universal joint 160 can be used as the energy absorption stroke.

  Incidentally, in the first embodiment described above, as shown in FIG. 2, the axial distance S1 between the tip of the outer tube 52 and the flange portion 42b of the lower joint yoke 42 of the first universal joint 40 is the energy absorption stroke. Thus, the intended energy absorption stroke, which is the axial distance S2 between the tip of the inner shaft 51 and the flange portion 61b of the upper joint yoke 61 of the second universal joint 60, cannot be utilized.

  Therefore, in the second embodiment, even if the above-described axial distance S1 is the intermediate shaft 150 which is shorter than the above-described axial distance S2, the above-described axial distance S2 is set as the energy absorption stroke. It is possible to secure the desired energy absorption stroke. Other functions and effects of the second embodiment are substantially the same as those of the first embodiment described above, and a description thereof will be omitted.

  In the second embodiment described above, the second tube 152B is fixed to the first tube 152A by press-fitting the distal end side outer periphery of the first tube 152A to the proximal end side inner periphery of the second tube 152B. The second tube has a tolerance ring interposed between its proximal end inner periphery and the distal end outer periphery of the first tube 152A, or the proximal end outer periphery in the radially inward direction. By caulking, it is also possible to configure and implement so as to be fixed to the first tube 152A.

  In each of the above-described embodiments, the inner shafts 51 and 151 are connected to the first universal joints 40 and 140, and the outer tubes 52 and 152 are connected to the second universal joints 60 and 160. It is also possible to carry out such that the outer tube is connected to the first universal joint and the inner shaft is connected to the second universal joint.

  In each of the above-described embodiments, the weakest portions 51a and 151a of the inner shafts 51 and 151 are configured by making the middle portion of the inner shafts 51 and 151 the thinnest. The configuration of the part can be changed as appropriate. For example, a slit may be provided in the middle part of the inner shaft, and the weakest part of the inner shaft may be configured.

  In each of the above-described embodiments, the first connecting portions 51b and 151b of the inner shafts 51 and 151 and the intermediate portions 52c and 152c of the outer tubes 52 and 152 are spline-fitted in a state where relative rotation is not permitted. However, the connection between the first connecting portion of the inner shaft and the intermediate portion of the outer tube can be appropriately changed. For example, the first connecting portion of the inner shaft and the intermediate portion of the outer tube are relatively rotated. It is also possible to configure and implement serration fitting (fitting with a shorter pitch and a larger number of teeth compared to spline fitting) in a state where is not allowed.

DESCRIPTION OF SYMBOLS 10 ... Steering wheel, 20 ... Steering main shaft, 21 ... Bracket, 22 ... Column tube, 30 ... EPS actuator, 40 ... First universal joint, 50 ... Intermediate shaft, 51 ... Inner shaft, 51a ... Weakest part, 51b ... 1st connection part, 51b1 ... External tooth, 51c ... 2nd connection part, 52 ... Outer tube, 52a ... Tip part, 52b ... Base end part, 52b1 ... Internal tooth, 52c ... Intermediate part, 52c1 ... Internal tooth, 60 ... second universal joint, 70 ... extension shaft, 80 ... steering gear box, 81 ... pinion shaft, 82 ... rack housing, 90L, 90R ... tie rod, S1, S2 ... axial distance, 150 ... intermediate shaft, 151 ... inner Shaft, 151a ... weak part, 151b ... 1st Connection portion, 151b1 ... external teeth, 151c ... second connecting portion, 152 ... outer tube, 152A ... first tube, 152B ... second tube, 152a ... tip portion, 152b ... proximal end portion, 152b1 ... internal teeth, 152c ... Middle part, 152c1 ... internal teeth,

Claims (2)

The steering main shaft that supports the steering wheel integrally and the gear shaft of the steering gear box are connected to each end through a universal joint so that torque can be transmitted, and has a hollow outer tube at one end. In the intermediate shaft having an inner shaft assembled so as to be movable in the axial direction and capable of transmitting torque in the outer tube on the other end side,
In the intermediate part of the inner shaft, the weakest part of the intermediate shaft is provided,
A first connecting portion connected to be able to transmit torque in a state where relative rotation is not allowed with respect to the intermediate portion of the outer tube is provided on the tip side of the weakest portion of the inner shaft,
The proximal end side of the inner shaft with respect to the weakest portion can be rotated by a predetermined amount relative to the distal end portion of the outer tube in an initial state, and when the weakest portion is broken , the distal end portion of the outer tube The intermediate shaft is provided with a second connecting portion that engages with the distal end portion of the outer tube so as to be able to transmit torque in a state of being rotated by a predetermined amount relative to the outer shaft.   2. The intermediate shaft according to claim 1, wherein the outer tube accommodates the first connecting portion and is connected to the first connecting portion so as to transmit torque in a state where relative rotation is not permitted. The first tube and the first tube are assembled so as to be able to transmit torque and move in the axial direction, accommodate the second connecting portion, and rotate relative to the second connecting portion by a predetermined amount in an initial state. The intermediate shaft is configured by a second tube that is engaged with the second connecting portion so as to be able to transmit torque in a state in which the second connecting portion is rotated by a predetermined amount relative to the second connecting portion.

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