Steering device

A steering device includes: an inner tube including a steering wheel; a column housing that houses the tube retractably along an axis; a drive mechanism attached to the column housing in such a way as to cause the tube to perform a retraction operation via a drive member that reciprocates along the axis, a first impact absorption member that is provided on one of the drive member and the tube, and includes a deformation portion; and an action member that is provided on another of the drive member and the tube, and plastically deforms the deformation portion. The drive member, the first impact absorption member, and the action member are fixed by a single fixing member. When a predetermined pushing load acts on the tube, fixing between the first impact absorption member and the action member is released.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is based on and claims priority under 35 U.S.C. § 119 to Japanese Patent Application 2021-055477, filed on Mar. 29, 2021, the entire content of which is incorporated herein by reference.

TECHNICAL FIELD

This disclosure generally relates to a steering device including an impact absorption member between an inner tube to which a steering wheel is attached and a column housing that holds the inner tube retractably.

BACKGROUND DISCUSSION

Conventionally, there is a technique disclosed in, for example, JP2019-127176A (Reference 1) as such a steering device (see paragraphs [0006] to [0007] and [0043], and FIGS. 2, 6, and 7).

This technique includes: a steering shaft including a base end portion rotatably supported by a housing and a tip portion that can rotate integrally with the base end portion and can expand and contract; a support member that rotatably includes the tip portion, is supported by the housing in such a way as to expand and contract integrally with the tip portion, and has a tubular shape; a movable member that expands, contracts, and moves with respect to the housing by motor drive; and an energy absorption member attached across the movable member and the support member.

The energy absorption member is, for example, a member having a U-shape, has one end portion fixed to a wall portion of the support member by a screw and the like, and has another end portion fixed to the movable member similarly by a screw and the like. The energy absorption member has rigidity for transmitting drive force of a motor from the movable member to the support member, and moving the support member.

In this way, drive force transmitted from the movable member to the support member passes through the energy absorption member during normal expansion-contraction movement of the support member. On the other hand, when pushing impact force acts on the steering shaft, a U-shaped portion of the energy absorption member successively becomes deformed due to pushing of the support member, and absorbs impact energy.

In the prior art of this configuration, the energy absorption member serves as a component that moves the support member for expanding and contracting the steering shaft during expansion-contraction adjustment and also serves as a component that reduces an impact applied to the support member. Thus, the number of parts of the steering device is reduced, and an impact absorption structure is simplified.

In the conventional steering device described above, drive force related to the expansion-contraction adjustment of the support member is performed via the energy absorption member. Thus, as rigidity that needs to be provided in the energy absorption member, rigidity being able to oppose frictional force and the like acting on the support member upon the expansion-contraction adjustment of the support member needs to be provided.

Further, during a normal operation, external force into an expansion-contraction direction acts on the steering shaft from a steering wheel or the like. At this time, when the support member unexpectedly expands and contracts, a sense of steering lacks in rigidity, which is not preferable. Thus, a member having rigidity in such a way as not to be easily bent and deformed needs to be adopted as the energy absorption member.

In this way, in the conventional steering device, rigidity setting of the energy absorption member is restricted, and a lower limit value occurs in load setting as a collision safety mechanism.

Further, since the energy absorption member is a drive force transmission member, both end portions thereof need to be each coupled to the movable member and the support member. Thus, even when a cost is desired to be reduced, there is a limit due to not only a complicated coupling structure but also an increase in fastening parts, an increase in time and effort for a coupling operation, and the like.

A need thus exists for a steering device which is not susceptible to the drawback mentioned above.

SUMMARY

A steering device according to this disclosure includes an inner tube having an end portion to which a steering wheel of a vehicle is attached, a column housing that houses the inner tube retractably along an axis of the inner tube, a drive mechanism that is attached to the column housing, and causes the inner tube to perform a retraction operation via a drive member that reciprocates along the axis, a first impact absorption member that is integrally provided on one of the drive member and the inner tube, and includes a deformation portion, and an action member that is provided on another of the drive member and the inner tube, acts on the deformation portion, and plastically deforms the deformation portion. The drive member, the first impact absorption member, and the action member are fixed to one another by a single fixing member. When a predetermined pushing load along the axis acts on the inner tube, fixing between the first impact absorption member and the action member is released.

DETAILED DESCRIPTION

First Embodiment

An example of a steering device S according to this disclosure is illustrated inFIGS.1to4. The steering device S includes an inner tube1to which a steering wheel H is attached, and a column housing2that holds the inner tube1retractably along an axis X of the inner tube1. In order to perform a retractable operation, a drive mechanism K is provided across the column housing2and the inner tube1.

A first impact absorption member3is provided between the inner tube1and the column housing2. The first impact absorption member3plastically becomes deformed when a predetermined load in a pushing direction acts on the inner tube1, absorbs energy, and suppresses strong opposing force being received by a driver from the inner tube1. Each embodiment of the steering device S according to this disclosure will be described below with reference to each drawing.

As illustrated inFIG.2, the drive mechanism K is formed of a motor M, a screw M2that meshes with an output shaft M1of the motor M, and a top member4screwed to the screw M2. The motor M is provided on the column housing2, and rotates in forward and reverse directions by an operation of a driver of a vehicle, and thus a retraction position of the inner tube1is determined. Although not illustrated, the screw M2is connected to the output shaft M1of the motor M in such a way as to be integrally rotatable.

A retainer5fits with the top member4, and both of them function as a drive member that reciprocates along the axis X. The retainer5is, for example, a cup-shaped member having a substantially cylindrical shape. A hole51through which, for example, a rivet61as a fixing member6is inserted is formed in a bottom portion of the retainer5. The retainer5fits with the top member4in a direction orthogonal to a longitudinal direction of the screw M2, and both of them are integrally movable.

As illustrated inFIG.2, an action member7having a substantially box shape is attached to an outer surface of an end portion of the inner tube1, for example. The action member7is always fixed integrally with the drive mechanism K by the fixing member6described below, and, when a predetermined load in the pushing direction acts on the inner tube1, a squeeze portion74provided on a part of the action member7plastically deforms the first impact absorption member3.

Fastening force of the fixing member6acts on the action member7. The action member7formed separately from the inner tube1may be attached to the inner tube1by a screw, welding, or the like, or the action member7may be formed integrally with the inner tube1from the start by injection molding, casting, or the like.FIG.2illustrates an example in which the action member7is formed integrally with the inner tube1.

A notch hole72through which the fixing member6is inserted is formed in a flat portion71of the action member7separated from a surface of the inner tube1. The notch hole72is not a complete annular hole, and has a notch73in a part thereof. The notch73is open to a tip side along the axis X of the inner tube1. The notch73is a first fragile portion when the action member7holds the fixing member6. As described below, when the inner tube1receives impact force having equal to or greater than a predetermined value in the pushing direction, the notch73opens and becomes deformed, and the notch hole72comes off the fixing member6. In this way, the inner tube1can move toward a back side of the column housing2. A diameter of the notch hole72is formed in a size that, for example, does not generate a gap between an outer surface of the rivet61being the fixing member6and the notch hole72.

When the first fragile portion by such notch hole72and notch73is provided, there are a plurality of elements that can be designed, such as a thickness of the action member7, a width of the notch73, and an inside diameter of the notch hole72, for a shape design of the notch73. Moreover, since it is also relatively easy to set any element, the first fragile portion can be designed according to a vehicle to be equipped.

Note that, by setting a board thickness of the action member7, an inside diameter of the notch hole72, a width dimension of the notch73, and the like as appropriate, a load for the notch hole72to exit from the fixing member6can be set. Thus, an impact absorption characteristic of the first impact absorption member3can be set together with a plastic deformation capacity of a deformation portion32of the first impact absorption member3. Providing such a first fragile portion on the action member7does not require complicated processing and the like, and it is also relatively easy to set any element. Thus, it is easy to design the first fragile portion according to a vehicle to be equipped. Note that a target on which the first fragile portion such as the notch hole72is formed may be the retainer5according to an installation aspect of the first impact absorption member3, and can be changed as appropriate.

The first impact absorption member3is disposed between the retainer5and the action member7. As illustrated inFIG.2, the first impact absorption member3includes, for example, a main body portion31having a plate shape, and the deformation portion32that extends from the main body portion31, is bent in such a way as to be parallel to the main body portion31, and has an elongated shape.

A hole33through which the fixing member6passes is formed in the main body portion31. A periphery of the hole33is sandwiched between a bottom surface of the retainer5and an outer surface of the flat portion71of the action member7. The deformation portion32is provided in a position deviated from the hole33in order to avoid interference with the fixing member6passing through the hole33.

A state where the first impact absorption member3is fixed by the fixing member6is illustrated inFIG.3. Particularly, as illustrated inFIG.3A, the deformation portion32is attached in a state of passing through a rear side of the flat portion71of the action member7. By such an arrangement, when the inner tube1is pushed by impact force, the squeeze portion74provided on an end portion of the action member7abuts a bent portion34of the deformation portion32and also presses the bent portion34to the back side along the direction of the axis X. The deformation portion32is squeezed by the pressing, and the bent portion34successively moves to the tip side of the deformation portion32. In this way, energy of the impact is absorbed.

In this embodiment, upon a retraction operation in a normal use of the inner tube1, the deformation portion32does not transmit drive force. Thus, load setting of the deformation portion32in order to conform to a normal use does not need to be performed. The deformation portion32may become deformed only when the deformation portion32receives an impact load, thereby facilitating expected deformation load setting.

As illustrated inFIG.2, a protrusion75that protrudes in the direction of the axis X is provided adjacent to the squeeze portion74of the action member7. The protrusion75causes the deformation portion32becoming deformed to abut the squeeze portion74of the action member7all the time. The deformation portion32is sandwiched between the protrusion75and a side surface76of the action member7, and a posture during deformation becomes stable. As a result, a load required for deformation becomes an expected load, and an appropriate energy absorption function is exhibited.

In this embodiment, the rivet61is used as the fixing member6. As the rivet61, in addition to a normal blind rivet, a hollow rivet, furthermore, a solid countersunk rivet, and the like can be used. Particularly, a blind rivet can easily perform fastening by, for example, placing the first impact absorption member3and the retainer5on the action member7and inserting the blind rivet from the hole51of the retainer5.

Note that, since the protrusion75is formed on the action member7in this embodiment, the first impact absorption member3can be temporarily fixed by hanging the deformation portion32on the protrusion75during assembly. Thus, a rivet operation is easier.

Further, since the rivet61itself is a small member, a space volume occupied by a connection portion of the drive mechanism K and the inner tube1is also small. A manufacturing cost is also inexpensive by using the rivet61. Thus, an application range of the steering device S to which the first impact absorption member3having this configuration can be attached can be extended.

Note that, in addition to the rivet61, various screw members and bolts can also be used as the fixing member6, and any member can be used as long as the action member7, the first impact absorption member3, and the retainer5can be reliably fastened.

As described above, in the steering device S according to this embodiment, the retainer5, the first impact absorption member3, and the action member7are fixed by the single fixing member6. Thus, the number of the fixing member6is the smallest, a structure is simple, and assemblability is excellent.

Particularly, the retainer5and the action member7are fixed by the fixing member6while sandwiching the first impact absorption member3, and thus bending rigidity of the first impact absorption member3is not used when the inner tube1performs a retraction operation in a normal use. Thus, a sense of unity of the column housing2and the inner tube1can improve, and the steering device S having high rigidity can be acquired.

(Function Aspect of First Impact Absorption Member)

A function aspect of the first impact absorption member3when the inner tube1receives an impact load in the pushing direction is illustrated inFIGS.3A to3C. As described above,FIG.3Aillustrates a state where the first impact absorption member3is sandwiched between and fixed to the action member7and the retainer5by using the fixing member6.

FIG.3Billustrates a state where impact force acts on the inner tube1, and the notch hole72comes off the rivet61. Herein, details of the notch hole72are illustrated inFIG.4. The notch hole72is formed in a state of opening to a recessed portion77formed in one side of the flat portion71while the notch hole72has the notch73formed in a part thereof. Two regions constituting the notch73are each formed as a protruding portion78located between the recessed portion77and the notch hole72and protruding from both. With the shape, the protruding portion78is bent and becomes deformed easily from a base end portion, thereby facilitating setting a load for exiting from the rivet61.

FIG.3Cis a state where the action member7coming off the rivet61, and the inner tube1move while squeezing and deforming the deformation portion32. At this time, the action member7exits from the rivet61, and thus fastening pressure of the rivet61decreases. Thus, there is a possibility that the retainer5and the main body portion31of the first impact absorption member3inFIG.3Cmay relatively move along the movement direction of the inner tube1. However, the rivet61closely fits with the retainer5and the main body portion31, the retainer5and the first impact absorption member3are not separated, and squeezing and deformation of the deformation portion32by the action member7are appropriately performed.

For installation of the action member7and the first impact absorption member3, a first gap B1may be formed between the squeeze portion74provided on the end portion of the action member7and the deformation portion32in a state where a predetermined pushing load does not act on the inner tube1.

By providing the first gap B1between the squeeze portion74and the deformation portion32, when a predetermined pushing load acts on the inner tube1, a timing at which the notch73being the first fragile portion becomes deformed and a timing at which the deformation portion32subsequently becomes deformed can be set different. Specifically, the notch73first functions, and fixing between the action member7and the first impact absorption member3is released. At this time, a certain amount of energy is absorbed while the action member7and the first impact absorption member3are relatively displaced. Next, the squeeze portion74acts on the deformation portion32, the deformation portion32becomes bent and deformed, and the energy is further absorbed.

If both of the impact absorption functions occur simultaneously, a threshold value of energy needed for starting movement of the inner tube1becomes a total of energy of both and becomes excessive. However, by providing a time difference in exhibition of the impact absorption functions between the notch73and the deformation portion32, a threshold value of energy needed for starting pushing movement of the inner tube1at each timing is reduced, and the pushing movement of the inner tube1successively occurs. As a result, instantaneous opposing force being received by a passenger from the steering wheel H is reduced, and the safer steering device S can be acquired.

Note that, as illustrated inFIG.2, a groove portion11is formed in an outer surface of the inner tube1in such a way that an end portion of the rivet61does not abut the outer surface of the inner tube1. In other words, when the inner tube1moves in a state where the action member7is separated from the retainer5and the first impact absorption member3, there is a possibility that the screw M2of the motor M may be bent, and the retainer5and the first impact absorption member3may approach the inner tube1. Thus, providing the groove portion11prevents the pushing operation from being hampered due to interference of the inner tube1with a head portion of the rivet61.

Second Embodiment

FIGS.5and6illustrate an example in which a second impact absorption member8is provided between a member on a side of a column housing2that relatively moves when an impact load is received, and a member on a side of an inner tube1. With this configuration, energy for destruction of the second impact absorption member8can be added to energy for a notch hole72to come off a rivet61being a fixing member6, and an impact absorption capacity of the inner tube1can be further increased.

For example, the second impact absorption member8is fixed to the inner tube1by a fitting portion81, and is fixed, by an insertion portion82, to a first impact absorption member3being the member on the column housing2side. Note that the member on the column housing2side may be a retainer5, and the member on the inner tube1side may be an action member7.

FIGS.5and6illustrate an external shape of the second impact absorption member8. In this embodiment, a protruding portion that engages with an engagement hole12of the inner tube1is integrally formed as the fitting portion81, and a hole in which a main body portion31of the first impact absorption member3is inserted and fits is formed as the insertion portion82. An insertion hole83in which a deformation portion32is inserted and disposed is provided in a position adjacent to the insertion portion82. One outer surface of the second impact absorption member8is, for example, an abutment portion85that abuts a reception portion35provided on a part of the first impact absorption member3.

When the inner tube1receives a pushing load, the load is transmitted from the inner tube1to the second impact absorption member8via the fitting portion81, and the load is further transmitted from the abutment portion85to the reception portion35of the first impact absorption member3. At this time, the fitting portion81or the abutment portion85is destroyed, and thus a part of the pushing load of the inner tube1is absorbed by the second impact absorption member8.

For attachment of the second impact absorption member8, first, the fitting portion81fits into the engagement hole12of the inner tube1, and the main body portion31is inserted into the insertion portion82while the deformation portion32of the first impact absorption member3is inserted through the inside of the action member7and the insertion hole83. Meanwhile, the retainer5is positioned, and, for example, fastens the rivet61from the retainer5side. The second impact absorption member8is formed of, for example, a resin material. When predetermined impact force acts on the inner tube1, the fitting portion81is to be cut.

FIG.6Aillustrates a state where the second impact absorption member8is attached. A small diameter portion84having a slightly small outside diameter formed is provided on a base end portion of the fitting portion81. The small diameter portion84functions as a second fragile portion. In other words, when predetermined impact force acts on the inner tube1, the small diameter portion84reliably ruptures in a position of the small diameter portion84, and absorbs a fixed amount of energy.

As illustrated inFIG.6A, for the attachment of the second impact absorption member8, a second gap B2is provided between the abutment portion85and the reception portion35of the first impact absorption member3. In this way, when predetermined impact force acts on the inner tube1, first, energy is absorbed in a notch73being a first fragile portion, the inner tube1is then moved by a predetermined distance, the abutment portion85and the reception portion35abut each other, and the small diameter portion84ruptures. In other words, by dividing occurrence timings of the impact absorption functions, a threshold value of energy for starting the movement of the inner tube1at each timing is reduced, and the start of the movement of the inner tube1is facilitated. In this way, while increasing a total amount of energy absorption of the portion that exhibits each impact absorption function, instantaneous opposing force being received by a passenger from a steering wheel H can be reduced.

Particularly, in this embodiment, by setting a rupture load on the second impact absorption member8as appropriate, all of the timings at which the impact absorption functions of the notch73, the fitting portion81, and the deformation portion32are exhibited are set different. For example, as illustrated inFIG.6A, when the inner tube1receives impact force, first, energy absorption is performed by deformation of the notch73. Herein, when the notch73becomes deformed and the inner tube1moves, the second impact absorption member8then moves by abutment between the engagement hole12and the fitting portion81. Subsequently, as illustrated inFIG.6B, the second gap B2is eliminated, and the abutment portion85abuts the reception portion35of the first impact absorption member3. As illustrated inFIG.6C, by further pushing of the inner tube1, the small diameter portion84of the fitting portion81ruptures, and a part of energy of the impact force is absorbed.

As illustrated inFIG.6D, when the inner tube1is further pushed, a first gap B1between a squeeze portion74of the action member7and the deformation portion32is eliminated, and energy absorption by squeezing and deformation of the deformation portion32is performed. In this way, with this configuration, instantaneous opposing force from the steering wheel H is small, and a safer steering device S having a great total amount of energy absorption can be acquired.

Other Embodiment

As a method for the fixing member6and the action member7to come off each other, the fixing member6itself may be cut and destroyed by the action member7. In this case, for example, only a portion into which the action member7is inserted may have a small diameter, or a notch may be provided in advance in a portion located on a boundary between the action member7and the first impact absorption member3. Any configuration may be used as long as fixing of the action member7is released, and the first impact absorption member3is reliably left on a drive portion side when the inner tube1and the action member7are pushed on impact.

In this way, with the configuration in which the fixing member6is cut, a circular hole through which the fixing member6can be inserted may simply be formed in the action member7, thereby simplifying a component part.

As the first impact absorption member3, a wire formed of various materials can be used. In this case, by setting a local bending radius of the wire in addition to setting tensile strength of the wire as appropriate, a configuration for exhibiting necessary bending resistance can also be achieved. Even when a wire is used, the steering device S requiring a small installation space, being compact, and having excellent mountability can be acquired.

A steering device according to this disclosure includes an inner tube having an end portion to which a steering wheel of a vehicle is attached, a column housing that houses the inner tube retractably along an axis of the inner tube, a drive mechanism that is attached to the column housing, and causes the inner tube to perform a retraction operation via a drive member that reciprocates along the axis, a first impact absorption member that is integrally provided on one of the drive member and the inner tube, and includes a deformation portion, and an action member that is provided on another of the drive member and the inner tube, acts on the deformation portion, and plastically deforms the deformation portion. The drive member, the first impact absorption member, and the action member are fixed to one another by a single fixing member. When a predetermined pushing load along the axis acts on the inner tube, fixing between the first impact absorption member and the action member is released.

In the steering device having this configuration, for example, when the predetermined pushing load acts on the inner tube upon a collision of a vehicle against another object, the inner tube retracts from the column housing, and the deformation portion of the first impact absorption member plastically becomes deformed by action of the action member. In this way, an impact such as strong push of a passenger against the steering wheel can be absorbed.

Particularly, in this configuration, the drive member, the first impact absorption member, and the action member are fixed by the single fixing member in order to acquire a normal usage state. Thus, the number of the fixing members is small, a structure is simple, and assemblability is excellent.

Further, in this configuration, the drive member, the first impact absorption member, and the action member are fixed by the single fixing member, and particularly, the drive member and the action member are fixed by the fixing member. Specifically, when the inner tube is caused to perform a retraction operation, bending rigidity of the first impact absorption member is not used, and a sense of unity of the column housing and the inner tube improves. Thus, the steering device having high rigidity can be acquired without depending on bending strength and the like of the first impact absorption member during a normal operation.

In the steering device according to this disclosure, a portion of the first impact absorption member being different from the deformation portion may be sandwiched between the drive member and the action member, and holding power may act on the drive member and the action member by the fixing member.

With this configuration, the column housing is reliably held in a vehicle during a normal use of the vehicle, and no particular external force acts on the deformation portion of the first impact absorption member. Thus, a deformation load set value of the deformation portion does not need to be considered upon attachment of the first impact absorption member, and the steering device having excellent mountability can be acquired.

In the steering device according to this disclosure, a fragile portion related to holding of the fixing member may be provided on the action member or the first impact absorption member in such a way that the action member or the first impact absorption member comes off the fixing member in a direction parallel to a pushing direction of the inner tube when the inner tube receives the predetermined pushing load.

By providing the fragile portion having this configuration, when predetermined impact force along the pushing direction acts on the inner tube, the fragile portion first functions, and fixing between the action member and the first impact absorption member is released prior to deformation of the deformation portion. By setting, as appropriate, a load for the fragile portion to function, an impact absorption characteristic can be set together with a subsequent plastic deformation capacity of the deformation portion. Providing such a fragile portion on the action member or the first impact absorption member does not require complicated processing or the like, and the steering device having a simple configuration and being compact can be acquired.

In the steering device according to this disclosure, a rivet may be used as the fixing member.

When the fixing member is the rivet, a structure of the fixing member itself is simplified, and a fastening operation is easy and inexpensive. Further, since the rivet itself is a small member, a space volume occupied by a connection portion of the drive mechanism and the inner tube is also extremely small. Thus, an application range of the steering device to which the first impact absorption member having this configuration can be attached can be extended.

In the steering device according to this disclosure, the action member may include a squeeze portion that plastically deforms the deformation portion, and a first gap may be formed between the squeeze portion and the deformation portion in a state where the predetermined pushing load does not act on the inner tube.

As in this configuration, by providing the first gap between the squeeze portion and the deformation portion, when the predetermined pushing load acts on the inner tube, a timing at which the fragile portion functions and a timing at which the first impact absorption member becomes deformed can be set different. Specifically, the fragile portion first functions, and fixing between the action member and the first impact absorption member is released. At this time, a certain amount of energy is absorbed while the action member and the first impact absorption member are relatively displaced. Next, the squeeze portion acts on the deformation portion, the deformation portion becomes bent and deformed, and the energy is further absorbed.

If both of the impact absorption functions occur simultaneously, a threshold value of energy needed for starting movement of the inner tube becomes a total of energy of both and becomes excessive. However, by providing a time difference in exhibition of the two impact absorption functions, a threshold value of energy needed for starting pushing movement of the inner tube at each timing is decreased, and the pushing movement of the inner tube successively occurs. As a result, instantaneous opposing force being received by a passenger from the steering wheel is reduced, and the safer steering device can be acquired.

In the steering device according to this disclosure, a second impact absorption member including an abutment portion configured to abut the first impact absorption member or a member to which the first impact absorption member is fixed, and a fitting portion being fit into a member on a side on which the action member is provided, when fixing between the first impact absorption member and the action member is released, may be provided, and the abutment portion or the fitting portion may be configured to be destroyed when fixing between the first impact absorption member and the action member is released.

With this configuration, the impact absorption capacity of the inner tube can be further increased by using energy required for destruction of the second impact absorption member.

In the steering device according to this disclosure, a second gap may be formed between the first impact absorption member and the abutment portion or between the member to which the first impact absorption member is fixed and the abutment portion in a state where the predetermined pushing load does not act on the inner tube.

By forming the second gap in this configuration, a timing at which a function of the fragile portion is exhibited and a timing at which an impact absorption function by the second impact absorption member is exhibited are easily set different. Further, depending on setting of the second gap, a timing at which the two impact absorption functions are exhibited and a timing at which plastic deformation of the deformation portion by the squeeze portion starts can also be set different. In this way, while increasing a total amount of energy absorption of the portion that exhibits each impact absorption function, the start of the movement of the inner tube at a timing at which each impact absorption function occurs can be facilitated, and instantaneous opposing force being received by a passenger can be reduced. Thus, the safer steering device can be acquired.