JP2010012831A - Shock-absorbing steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact and practical structure of a shock-absorbing steering device capable of obtaining a predetermined shock-absorbing performance irrespective of the longitudinal position of a steering wheel. <P>SOLUTION: An inner column 10a comprises an inner cylinder 23 and an outer cylinder 24, and a fluid is filled in a sealed space 25 between the inner cylinder 23 and the outer cylinder 24. During the secondary collision, a moving side flange part 28 fixed to an outer circumferential surface of the inner cylinder 23 pushes the fluid forwardly to break a seal part closing a discharge port formed in a front side fixed flange part 26b, and the fluid is discharged outside from the discharge port. The shock during the secondary collision is mitigated based on the resistance of the fluid when passing through the discharge port. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an improvement in an impact-absorbing steering device that reduces the impact applied to a driver's body that hits a steering wheel during a secondary collision and protects the driver. Specifically, a small and practical structure capable of obtaining a predetermined shock absorbing performance regardless of the front and rear positions of the steering wheel is realized.

  The automobile steering device is configured as shown in FIGS. 11 to 13, for example, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and steers the front wheels as the input shaft 3 rotates. A corner is added. The steering wheel 1 is supported and fixed to the rear end portion of the steering shaft 4. The steering shaft 4 is rotatably supported by the steering column 5 with the cylindrical steering column 5 inserted in the axial direction. Has been. The front end portion of the steering shaft 4 is connected to the rear end portion of the intermediate shaft 7 via a universal joint 6, and the front end portion of the intermediate shaft 7 is connected to the input shaft 3 via another universal joint 8. Connected to.

  In such a steering apparatus, a telescopic mechanism that adjusts the front / rear position of the steering wheel 1 according to the physique and driving posture of the driver and a tilt mechanism that similarly adjusts the vertical position have been widely used. Yes. In order to constitute a telescopic mechanism, the steering column 5 has a structure in which an outer column 9 and an inner column 10 are telescopically combined, and the steering shaft 4 has an outer tube 11 and an inner shaft. 12 is configured to be capable of transmitting torque and expanding and contracting by spline engagement or the like. Further, in order to constitute the tilt mechanism, the distal end portion of the steering column 5 (the outer column 9 constituting the steering column 5) is supported with respect to the vehicle body so as to be capable of swinging and moving around the horizontal shaft 13.

  Further, in order to fix the front / rear position and the vertical position of the steering wheel 1 to the adjusted position, the rear end portion of the outer column 9 has a structure capable of expanding and reducing the diameter, and the rear end portion of the outer column 9 Is supported so that the vertical position of the upper bracket 14 can be adjusted. Further, based on the operation of the cam mechanism 16 based on the operation of the adjusting lever 15, the distance between the pair of support plates 17, 17 constituting the upper bracket 14 and the diameter of the rear end portion of the outer column 9 can be enlarged or reduced. It is said. That is, based on the relative rotation between the rotation side cam plate 18 and the non-rotation side cam plate 19 constituting the cam mechanism 16 by the operation of the adjustment lever 15, the rotation side cam plate 18 and the head of the adjustment bolt 20 are provided. The distance between the support plates 17 and 17 is adjusted by adjusting the interval with the portion 21 and, at the same time, the diameter of the rear end portion of the outer column 9 is expanded and reduced. Further, the adjusting bolt 20 is loosely fitted in long holes 22 and 22 which are formed at positions where the both support plates 17 and 17 are aligned with each other and which are long in the vertical direction. In the state where the distance and the diameter are expanded, the front-rear position and the vertical position of the steering wheel 1 can be adjusted. In the state where the distance and the diameter are reduced, the front-rear position and the vertical position can be fixed at the adjusted positions.

  In the event of a collision where a vehicle equipped with the steering device as described above collides with another vehicle or the like, a secondary collision in which the driver's body collides with the steering wheel 1 following a primary collision that collides with another vehicle or the like. A collision occurs. In order to reduce the impact applied to the driver's body at the time of such a secondary collision and to protect the driver, the steering column 5 is structured to be displaced forward while absorbing impact energy. As described in Patent Document 1, it is conventionally known. However, in the case of the conventional structure described in Patent Document 1, the impact absorbing performance changes with the adjustment of the front / rear position of the steering wheel by the telescopic mechanism. For this reason, there is room for improvement in terms of stabilizing the driver protection performance at the time of the secondary collision. Patent Document 2 describes a structure that absorbs impact energy by crushing a hollow bag filled with a fluid in accordance with a secondary collision and releasing the fluid to the outside. However, in the case of the second example of such a conventional structure, it is difficult to realize a structure that controls the degree to which the fluid is discharged, in addition to the time and labor required for making the hollow bag body. Furthermore, Patent Document 3 describes a structure that absorbs impact energy by changing the opening area of the flow path of the oil flowing out of the oil chamber in the event of a secondary collision with a variable throttle valve. However, in the third example of such a conventional structure, the structure is complicated and the installation space is increased.

Japanese Patent Laid-Open No. 2004-17908 JP 2004-338499 A JP 2002-225727 A

  In view of the circumstances as described above, the present invention has been invented to realize a small and practical structure capable of obtaining a predetermined shock absorbing performance regardless of the front and rear positions of the steering wheel.

  The shock absorbing type steering device of the present invention has a cylindrical steering column and an inner diameter side of the steering column that can freely rotate with respect to the steering column and that is prevented from axial displacement with respect to the steering column. The steering shaft is supported, and the steering wheel is supported and fixed to a portion protruding from the rear end opening of the steering column at the rear end portion of the steering shaft. And when a driver | operator's body collides with this steering wheel, this steering wheel is displaced ahead, absorbing the energy of the impact added to this steering wheel with this steering wheel.

  In particular, in the shock absorbing type steering apparatus of the present invention, the steering column is disposed concentrically with the inner cylinder on the inner diameter side supporting the steering shaft on the inner diameter side and on the outer diameter side of the inner cylinder. It is comprised from the outer cylinder supported by the vehicle body side in the state joined with this inner cylinder. Further, a pair of radially protruding toward the other peripheral surface at two positions separated in the axial direction of one peripheral surface of the outer peripheral surface of the inner cylinder and the inner peripheral surface of the outer cylinder. The first collar is formed over the entire circumference, and the tip edges of both first collars are brought into intimate contact with the other circumferential surface, thereby providing a space between the outer circumferential surface of the inner cylinder and the inner circumferential surface of the outer cylinder. Is provided with a sealed space that is blocked from the outside. Then, a fluid is filled in the sealed space, and the tip edge of the second collar portion formed in a state of projecting in the radial direction toward the one peripheral surface on the other peripheral surface is formed on the one peripheral surface. Engage in a state that restricts the movement of the fluid (completely blocked or kept to a negligible amount negligible). Furthermore, in any part that shuts off the sealed space and the external space, in the part where the pressure rises due to the displacement of the second flange in the sealed space (in the axial direction with respect to the sealed space), A discharge port for discharging the fluid to the outside of the sealed space is provided, and a seal portion that is broken when the pressure of the fluid filled in the sealed space rises is provided at the discharge port portion. Further, in the axial direction of the steering column, the bonding strength of the inner cylinder to the outer cylinder is made smaller than the support strength of the outer cylinder to the vehicle body.

  When implementing the shock absorbing type steering apparatus of the present invention configured as described above, the first flange portion is connected to both axial ends of the inner peripheral surface of the outer cylinder, for example, as in the invention described in claim 2. A pair of fixed side flanges, each of which has an inward flange shape, are formed on the part. Then, by bonding the inner peripheral edges of these fixed side flanges to the outer peripheral surface of the inner cylinder over the entire periphery, the inner cylinder and the outer cylinder are joined together and a sealed space is formed. Moreover, let the said 2nd collar part be an outward flange-shaped moving side collar part formed in the part located in the rear-end part of this sealed space among the outer peripheral surfaces of the said inner cylinder. Furthermore, the said discharge port is provided in the fixed side collar part of the front side of the said both fixed side collar parts.

Alternatively, when the shock absorption type steering apparatus of the present invention configured as described above is implemented, for example, as in the invention described in claim 3, a plurality of discharge ports are provided, and each discharge port and an external space are provided. An electric on-off valve such as a solenoid valve is provided in the middle of the communicating passage.
When the invention described in claim 3 is carried out, a plurality of types of discharge ports having different opening areas are provided as in the invention described in claim 4, for example.
When carrying out the invention described in claims 3 to 4, for example, as in the invention described in claim 5, the opening / closing control of each on-off valve is performed, and the weight of the driver sitting in the driver's seat is measured. This is based on the measured value of the weight sensor. When the driver's weight is light, the opening area is wide, and when the driver's weight is heavy, the opening area is narrowed.
Alternatively, as in the invention described in claim 6, the on / off control of each on-off valve is performed based on the measured value of an impact sensor that measures the impact of the primary collision. When the impact is small, the opening area is widened, and when the impact is large, the opening area is narrowed.

According to the shock absorbing steering device of the present invention configured as described above, a small and practical structure that can obtain a predetermined shock absorbing performance regardless of the front and rear positions of the steering wheel can be realized.
That is, in the case of the shock absorbing type steering apparatus of this example, the steering column is composed of an inner cylinder and an outer cylinder, and at the time of a secondary collision, by relatively displacing these inner cylinder and outer cylinder in the axial direction, The impact energy transmitted from the driver's body to the inner cylinder via the steering wheel and steering shaft is absorbed. When the front / rear position of the steering wheel can be adjusted, the steering column consisting of the inner cylinder and the outer cylinder is used as the inner column, and it can be assembled to the inner diameter side of the separately provided outer column so that axial displacement is possible. For example, a telescopic mechanism can be configured. Even in this case, the impact energy can be absorbed regardless of the front-rear position of the steering wheel based on the relative displacement in the axial direction between the inner cylinder and the outer cylinder.

In addition, when the pressure of the fluid filled in the sealed space rises as a seal part for preventing the fluid filled in the sealed space from being released in a normal state in order to absorb the impact energy. A structure that can be torn is used. Since such a structure can be easily and compactly configured by using a thin plate such as an elastomer such as rubber or a synthetic resin, for example, by adopting the configuration as in the invention described in claim 2, the structure for absorbing the shock can be obtained. Can be configured small.
Further, if the structure of the invention described in claims 3 to 6 is adopted, the structure becomes somewhat complicated, but an optimal shock absorbing performance can be obtained according to the situation, and the driver's protection can be enhanced.

[First example of embodiment]
FIGS. 1-5 has shown the 1st example of embodiment of this invention corresponding to Claim 1,2. This example shows the case where the structure of the present invention is applied to an automobile steering apparatus with a telescopic mechanism for adjusting the front-rear position of the steering wheel 1 (see FIG. 11). Therefore, in the case of this example, the inner column 10a assembled to the inner diameter side of the outer column 9 so as to be capable of relative displacement in the axial direction of the outer column 9 has a double structure capable of absorbing shock. Since the structure and operation of other parts are the same as those of the conventional structure shown in FIGS. 11 to 13 described above, the illustration and explanation of the equivalent parts are omitted or simplified. The explanation is centered.

  In the inner column 10a, an inner cylinder 23 and an outer cylinder 24 each having a cylindrical shape are concentrically combined with each other. A space between the outer peripheral surface of the inner cylinder 23 and the inner peripheral surface of the outer cylinder 24 is a cylindrical sealed space 25 that is blocked from the outside, and a fluid for absorbing impact energy is contained in the sealed space. Filled (sealed). For this purpose, the inner peripheral edge of a pair of fixed side flanges 26a, 26b, which are formed on both ends in the axial direction of the inner peripheral surface of the outer cylinder 24, each having an inward flange shape, is used as the outer peripheral surface of the inner cylinder 23. In addition, it is bonded all around. For this adhesion, an adhesive capable of ensuring the sealing performance related to the fluid filled in the sealed space 25 is applied to the contact portion between the inner peripheral edge of the fixed side flanges 26a and 26b and the outer peripheral surface of the inner cylinder 23. This is done by applying over the entire circumference.

  However, the adhesive strength between the inner peripheral edge of the fixed side flanges 26a and 26b and the outer peripheral surface of the inner cylinder 23 is not so high. Specifically, in order to fix the front / rear position of the steering wheel 1 to the adjusted position, the outer bolt 9 is adjusted in a state where the diameter of the outer column 9 is reduced based on the operation of the adjusting lever 15. The frictional force acting on the contact portion between the inner peripheral surface of the outer cylinder 24 and the outer peripheral surface of the outer cylinder 24 is made smaller. That is, a pair of bearings 27 and 27 that can support a radial load and a thrust load, such as a steering shaft 4 and a single row deep groove type ball bearing, from the steering wheel 1 to the inner cylinder 23 in accordance with a secondary collision. When an impact load is applied, before the outer cylinder 24 moves with respect to the outer column 9, an adhesive portion between the inner peripheral edge of the fixed side flanges 26 a and 26 b and the outer peripheral surface of the inner cylinder 23 is formed. It tries to break.

  Further, a moving side flange portion 28 having an outward flange shape is provided on a portion of the outer peripheral surface of the inner cylinder 23 located at the rear end portion of the sealed space 25. The state of the engaging portion between the outer peripheral edge of the moving side flange 28 and the inner peripheral surface of the outer cylinder 24 is regulated by the relationship with the viscosity of the fluid filled in the sealed space 25. For example, when the fluid is a gas such as air or nitrogen gas, the outer peripheral edge of the moving side flange 28 and the inner peripheral surface of the outer cylinder 24 are completely brought into close contact with each other, or the moving side Airtightness of the engaging portion is ensured by, for example, locking an O-ring on the outer peripheral edge of the flange portion 27. On the other hand, when the fluid is a high-viscosity liquid such as oil, the outer peripheral edge of the moving side collar 28 can be opposed to the inner peripheral surface of the outer cylinder 24 through a minute gap. In any case, the fluid filled in the sealed space 25 passes between the outer peripheral edge of the moving side flange 28 and the inner peripheral surface of the outer cylinder 24, and the moving side flange 28 and the rear side The flow between the fixed side flange portion 26a is limited (completely blocked or suppressed to a negligible amount that can be ignored).

  Of the two fixed side flanges 26a and 26b, an intake port (not shown) is provided in the rear fixed side flange 26a, and these fixed side flanges are moved along with the forward displacement of the movable side flange 28. The outside air can be sucked between the portion 26a and the moving side collar portion 28. On the other hand, the front fixed side flange 26b is provided with discharge ports 29 and 29 at a plurality of locations in the circumferential direction, respectively. The discharge ports 29 and 29 are provided with seal portions that are broken when the pressure of the fluid filled in the sealed space 25 rises. As such a seal portion, for example, a thin plate made of a polymer material such as an elastomer such as rubber or vinyl or a synthetic resin can be employed. Specifically, each of the discharge ports 29 and 29 is formed in the front fixed side collar part 26b, and the thin plate is adhered to the side surface of the fixed side collar part 26b on the sealed space 25 side. Then, the discharge ports 29 and 29 are closed.

  In the case of the shock absorbing type steering apparatus of this example configured as described above, the inner cylinder 23 is displaced forward with respect to the outer cylinder 24 constituting the inner column 10a at the time of a secondary collision. At this time, the fluid applied through the discharge ports 29 and 29 absorbs the impact applied to the steering wheel 1 due to the secondary collision. The operation at this time will be described with reference to FIG.

  In the normal state, as shown in FIG. 5A, the moving side collar portion 28 exists at the rear end portion of the sealed space 25. Further, the sealing portion blocking the discharge ports 29 and 29 is not broken. From this state, an impact load acts on the inner cylinder 23 in accordance with the secondary collision, and the magnitude of the impact load depends on the inner peripheral edge of the both fixed side flanges 26a and 26b and the outer peripheral surface of the inner cylinder 23. When it becomes larger than the adhesive strength, the bonded portion between the inner peripheral edge and the outer peripheral surface is broken. And the said movement side collar part 28 begins to displace ahead in the said sealed space 25. FIG. Then, as the distance between the movable side flange portion 23 and the front fixed side flange portion 26b decreases, the pressure of the fluid existing between the both flange portions 28 and 26b increases, and each of the release portions described above. The seal portion blocking the outlets 29 and 29 is broken. As a result, as shown by arrow E in FIG. 5B, the inner cylinder 23 and the both bearings 27, 27 are discharged while discharging the fluid filled in the sealed space 25 to the outside. Thus, the steering shaft 4 supported on the inner diameter side of the inner cylinder 23 is also displaced forward.

  The opening area of each of the discharge ports 29, 29 (the sum of the opening areas of these discharge ports 29, 29) is kept small (narrow) in relation to the viscosity of the fluid. Accordingly, resistance is applied to the passage of the fluid through the discharge ports 29, 29, and the impact energy applied to the steering shaft 4 is absorbed based on the resistance. As a result, it is possible to mitigate the impact applied to the driver's body that hits the steering wheel 1 fixed to the rear end of the steering shaft.

[Second Example of Embodiment]
FIG. 6 shows a second example of an embodiment of the present invention corresponding to claims 1 to 5. In the case of this example, flexible and pressure-resistant hoses (not shown) are connected to the downstream openings of the respective discharge ports 29, 29, and electromagnetic on-off valves 30, 30 is provided. Each of these hoses corresponds to the passage described in claim 3 that communicates each discharge port with the external space. The opening / closing control of the electromagnetic opening / closing valves 30 and 30 is performed based on the measurement value of the weight sensor 31 that measures the weight of the driver sitting in the driver's seat. Specifically, when the weight of the driver is light, the number of electromagnetic open / close valves 30, 30 to be opened is increased, and the opening area of each of the discharge ports 29, 29 is widened (open electromagnetic open / close valve 30. , 30 to increase the sum of the opening areas of the discharge ports 29, 29). Conversely, when the driver's weight is heavy, the number of electromagnetic open / close valves 30, 30 to be opened is reduced, and the opening area of each of the discharge ports 29, 29 is narrowed (open electromagnetic open / close valves 30, 30 are open). (The sum of the opening areas of the discharge ports 29 and 29 leading to is reduced). In addition, if each said hose is derived | led-out outside the outer column 9 (refer FIGS. 1-2) and each said electromagnetic on-off valve 30 and 30 is provided outside this outer column 9, installation of these each electromagnetic on-off valves 30 and 30 will be carried out. Sufficient space can be secured.
According to this example, the buffering action at the time of the secondary collision can be optimized according to the weight of the driver. Since the configuration and operation of the other parts are the same as in the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Third example of embodiment]
FIG. 7 shows a third example of an embodiment of the present invention corresponding to claims 1 to 3 and 6. In the case of this example, the opening / closing control of the plurality of electromagnetic opening / closing valves 30, 30 is set to the measurement value of the impact sensor 32 that measures the magnitude of the impact of the primary collision, which is installed at the front end portion of the automobile such as the front bumper portion. Based on. Specifically, when the impact of the primary collision is small, the number of electromagnetic on-off valves 30 and 30 to be opened is increased to widen the opening area of each of the discharge ports 29 and 29. On the contrary, when the impact of the primary collision is large, the number of the electromagnetic opening / closing valves 30 and 30 to be opened is reduced, and the opening area of each of the discharge ports 29 and 29 is narrowed.
According to this example, the buffering action at the time of the secondary collision can be optimized according to the degree of the primary collision. Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fourth Example of Embodiment]
FIG. 8 shows a third example of an embodiment of the present invention corresponding to claims 1 to 4. In the case of this example, a plurality of types of discharge ports 29 and 29a having different opening areas are provided. According to such a structure of this example, the buffering action at the time of the secondary collision can be adjusted more finely according to the weight of the driver. Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fifth Example of Embodiment]
FIGS. 9-10 has shown the 5th example of embodiment of this invention corresponding to Claims 1-2. In the case of this example, the ring-shaped opening adjustment plate 33 shown in FIG. 9B is moved along the fixed side flange 26b on the front side shown in FIG. The relative rotation with respect to the part 26b is installed. A plurality of through holes 34, 34 are formed in the opening adjustment plate 33 at the same pitch as the discharge holes 29, 29 formed in the fixed side flange 26b. For this reason, as shown in FIG. 10A, when the phases of the discharge holes 29, 29 and the through holes 34, 34 are completely shifted, the discharge holes 29, 29 are completely blocked. Can be removed. Further, as shown in FIG. 10B, when the phases of the discharge holes 29, 29 and the through holes 34, 34 are slightly shifted, the opening areas of the discharge holes 29, 29 are reduced. . Further, as shown in FIG. 10C, if the phases of the discharge holes 29 and 29 and the through holes 34 and 34 are matched, the opening areas of the discharge holes 29 and 29 are maximized. Therefore, if the opening adjustment plate 33 is rotated by a rotary actuator (not shown) according to the weight of the driver or the magnitude of the impact of the primary collision and the opening area of each of the discharge ports 29 and 29 is adjusted, the above-described implementation is performed. As in the second to third examples, the buffering action at the time of the secondary collision can be optimized according to the weight of the driver and the magnitude of the impact at the time of the primary collision.
Since the configuration and operation of other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

  In addition, although illustration is abbreviate | omitted, each of a pair of moving side collars which are 1st collar parts is the outer peripheral surface of the both ends of an inner cylinder, and one fixed side collar part which is 2nd collar parts is an outer cylinder. It can also be provided on the outer peripheral surface of the front end. In this case, a discharge port is provided in the rear moving side collar.

The partial cutaway perspective view equivalent to the upper right part of Drawing 11 showing the 1st example of an embodiment of the invention. Similarly, the figure equivalent to the XX cross section of FIG. Similarly, the principal part schematic sectional drawing. The half part end view seen from the left of FIG. The figure similar to FIG. 3 which shows the state (A) before a secondary collision, and the state (B) after a secondary collision. The schematic diagram which shows the 2nd example of embodiment of this invention. The schematic diagram which shows the 3rd example. The figure similar to FIG. 4 which shows the 4th example. The end view (A) which shows the fixed side collar part of the front side which shows the 5th example, and the end view (B) which shows an opening degree adjustment board. The end view which shows three examples of the opening-and-closing state of the discharge outlet accompanying rotation of an opening adjustment plate. The side view which shows an example of the steering apparatus for motor vehicles known conventionally. FIG. 12 is a partially cut perspective view of the upper right part of FIG. 11. XX sectional drawing of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Steering shaft 5 Steering column 6 Universal joint 7 Intermediate shaft 8 Universal joint 9 Outer column 10, 10a Inner column 11 Outer tube 12 Inner shaft 13 Horizontal shaft 14 Upper bracket 15 Adjusting lever 16 Cam Mechanism 17 Support plate 18 Rotating side cam plate 19 Non-rotating side cam plate 20 Adjustment bolt 21 Head 22 Long hole 23 Inner cylinder 24 Outer cylinder 25 Sealed space 26a, 26b Fixed side collar 27 Bearing 28 Moving side collar 29, 29a Discharge port 30 Electromagnetic switching valve 31 Weight sensor 32 Impact sensor 33 Opening adjustment plate 34 Through hole

Claims (6)

  A cylindrical steering column, a steering shaft supported on the inner diameter side of the steering column so as to be freely rotatable with respect to the steering column and prevented from axial displacement with respect to the steering column, and the steering shaft And a steering wheel supported and fixed at a portion protruding from the rear end opening of the steering column at the rear end of the steering column. When a driver's body collides with the steering wheel, the steering wheel is combined with the steering wheel. In an impact-absorbing steering device that displaces forward while absorbing the energy of impact applied to the steering wheel due to a collision, an inner cylinder that supports the steering column on the inner diameter side, Tube outer diameter The outer cylinder is concentrically arranged with the inner cylinder and is supported on the vehicle body side in a state of being joined to the inner cylinder, and the outer peripheral surface of the inner cylinder and the inner peripheral surface of the outer cylinder are A pair of first flanges projecting in the radial direction toward the other circumferential surface are formed over the entire circumference at two positions spaced apart in the axial direction of one circumferential surface, and the tips of both first collar portions By bringing the edge into close contact with the other peripheral surface, a sealed space that is blocked from the outside is provided between the outer peripheral surface of the inner cylinder and the inner peripheral surface of the outer cylinder, and the sealed space is filled with fluid. The tip edge of the second flange portion formed in a state of projecting radially toward the one peripheral surface is engaged with the one peripheral surface in a state in which the movement of the fluid is restricted. In any part that shuts off the sealed space and the external space, the pressure is increased in accordance with the displacement of the second collar portion in the sealed space. A discharge port for discharging the fluid to the outside of the sealed space is provided in the rising portion, and a seal portion that is broken when the pressure of the fluid filled in the sealed space is increased is provided in the discharge port portion. An impact-absorbing steering device characterized in that, in the axial direction of the steering column, the joining strength of the inner cylinder to the outer cylinder is smaller than the support strength of the outer cylinder to the vehicle body.   The first flanges are a pair of fixed side flanges each formed in an inward flange shape formed at both axial ends of the inner peripheral surface of the outer cylinder. By adhering to the outer peripheral surface of the cylinder over the entire circumference, the inner cylinder and the outer cylinder are joined together to form a sealed space, and the second flange portion is the outer peripheral surface of the inner cylinder. It is an outward flange-shaped moving side collar formed in a portion located at the rear end of this sealed space, and a discharge port is provided in the front fixed side collar of the both fixed side collars. The shock absorbing type steering apparatus according to claim 1.   The shock absorption type according to any one of claims 1 to 2, comprising a plurality of discharge ports, and each provided with an electric on-off valve in the middle of a passage communicating each discharge port and the external space. Steering device.   The shock absorbing steering device according to claim 3, wherein there are a plurality of types of discharge ports having different opening areas.   The opening and closing control of the electric on-off valve is performed based on the measurement value of the weight sensor that measures the weight of the driver sitting in the driver's seat. The opening area is wide when the driver's weight is light, and narrow when the driver's weight is heavy. The shock absorbing type steering apparatus according to any one of claims 3 to 4.   The opening / closing control of the electric on-off valve is performed based on a measured value of an impact sensor that measures the impact of the primary collision, and the opening area is widened when the impact is small and narrowed when the impact is large. The shock absorption type steering device described in any one of the above.

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